JP2013147090A - Control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit degradation of fuel economy until a VVT becomes normally operable at an engine start, in a hybrid vehicle mounted with an engine having the hydraulic VVT (variable valve timing).SOLUTION: In a hybrid vehicle 1 including an engine 2 having hydraulic VVTs 140, 160, motor generators MG1, MG2, and a battery 24 for storing electric power generated by the motor generators, if hydraulic pressure supplied to the VVTs 140, 160 is lower than a threshold at a start of the engine 2, charging to the battery 24 is inhibited.

Description

  The present invention relates to a control device for a hybrid vehicle equipped with an internal combustion engine having a hydraulic variable valve timing mechanism.

  In recent years, hybrid vehicles and the like have attracted attention as environmentally-friendly vehicles due to global warming gas emission regulations and the like. In such a hybrid vehicle, an internal combustion engine (engine) and a motor generator are mounted as driving power sources for travel (see, for example, Patent Document 1). This Patent Document 1 describes a hybrid vehicle equipped with an engine equipped with a hydraulic variable valve timing mechanism (VVT: Variable Valve Timing). The fuel consumption is improved by performing a delay control that delays the operation of the VVT from the start of the engine, and the engine operation line is set in consideration of the engine characteristics when the VVT is not operated. It is described to set to.

JP 2011-017276 A

  By the way, in a hybrid vehicle equipped with an engine having a hydraulic type VVT as described above, the internal EGR amount of the engine, that is, the valve overrun between the valve opening period of the intake valve and the valve opening period of the exhaust valve is caused by the operation of the VVT. It is possible to improve fuel efficiency by adjusting the lap amount.

  However, since the VVT does not operate normally after the engine is started until the hydraulic pressure for VVT operation rises, there is a concern that the internal EGR amount cannot be secured and fuel consumption is deteriorated. Specifically, in the hydraulic VVT, the hydraulic pressure for VVT operation is supplied to the hydraulic chambers of the advance side hydraulic chamber and the retard side hydraulic chamber by an oil pump that generates hydraulic pressure by the driving force of the engine. . However, when the supply of hydraulic pressure from the oil pump is stopped after the engine is stopped, the hydraulic oil in each hydraulic chamber gradually escapes to the outside. For this reason, it is difficult to ensure the internal EGR amount by operating the VVT normally until the hydraulic pressure for VVT operation rises to the extent that the VVT can be normally operated after the engine is started. There is a possibility of deteriorating.

  Here, the initial rotation phase of the VVT is not set from the viewpoint of improving fuel efficiency, but is often set from the viewpoint of preventing a shock at the time of starting the engine and suppressing idle vibrations. The initial rotation phase of VVT is set so that the amount becomes zero. For this reason, the internal EGR amount cannot be ensured until the VVT can be normally operated when the engine is started, resulting in deterioration of fuel consumption. If charging of a power storage device such as a battery is performed in such a state that the amount of internal EGR by VVT cannot be ensured, there is a possibility that fuel consumption will be further deteriorated.

  The present invention has been made in view of such problems, and in a hybrid vehicle equipped with an engine having a hydraulic VVT, the fuel consumption until the VVT can be normally operated when the engine is started is described. The purpose is to suppress deterioration.

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention is a hybrid vehicle control device comprising an internal combustion engine having a hydraulic variable valve timing mechanism, a motor generator, and a power storage device that stores electric power generated by the motor generator, When the internal combustion engine is started, if the hydraulic pressure supplied to the variable valve timing mechanism is less than a threshold value, charging of the power storage device is suppressed.

  According to the above configuration, when the internal combustion engine is started, if the hydraulic pressure supplied to the variable valve timing mechanism is less than the threshold value and the internal EGR amount by the variable valve timing mechanism cannot be secured, charging of the power storage device is suppressed. Thus, the output of the internal combustion engine is suppressed. As a result, the variable valve timing mechanism can be normally operated when the internal combustion engine is started, and deterioration of fuel consumption until the internal EGR amount by the variable valve timing mechanism can be secured can be suppressed.

  In the present invention, when the upper limit value of the output of the internal combustion engine is set according to the SOC (State Of Charge) of the power storage device, and the upper limit value of the output of the internal combustion engine is less than the travel request output of the vehicle, the power storage It is preferable to compensate for the shortage of the output of the internal combustion engine with respect to the travel request output by driving the motor generator with the electric power stored in the device.

  According to the above configuration, by providing the upper limit value of the output of the internal combustion engine, the output of the internal combustion engine may be insufficient with respect to the vehicle travel request output, but the motor generator is driven by the electric power stored in the power storage device. Thus, the shortage of the output of the internal combustion engine is compensated. In this case, the lower the SOC of the power storage device, the larger the upper limit value of the output of the internal combustion engine can be set, so that the output of the internal combustion engine can be suppressed while considering the state of the power storage device.

  In the present invention, the upper limit value of the output of the internal combustion engine is set according to the travel request output of the vehicle, and when the upper limit value of the output of the internal combustion engine is less than the travel request output, the electric power stored in the power storage device It is preferable to compensate for the shortage of the output of the internal combustion engine with respect to the travel request output by driving the motor generator.

  According to the above configuration, by providing the upper limit value of the output of the internal combustion engine, the output of the internal combustion engine may be insufficient with respect to the vehicle travel request output, but the motor generator is driven by the electric power stored in the power storage device. Thus, the shortage of the output of the internal combustion engine is compensated. In this case, the output of the internal combustion engine can be suppressed in accordance with the travel request output of the vehicle by setting the upper limit value of the output of the internal combustion engine to be smaller as the travel request output of the vehicle is smaller.

  In the present invention, when the SOC of the power storage device is less than a lower limit value, it is preferable not to perform charge suppression control of the power storage device.

  According to the above configuration, when the SOC of the power storage device is less than the lower limit value, there is a concern about the deterioration of the power storage device. Therefore, when the SOC of the power storage device is less than the lower limit value, the SOC of the power storage device is greater than or equal to the lower limit value. Up to this point, the charge suppression control of the power storage device is stopped and the power storage device is preferentially charged. Thereby, the SOC of the power storage device can be recovered early, and deterioration of the power storage device can be suppressed.

  According to the present invention, when the internal combustion engine is started, if the hydraulic pressure supplied to the variable valve timing mechanism is less than the threshold value and the amount of internal EGR by the variable valve timing mechanism cannot be secured, charging of the power storage device is suppressed. Thus, the output of the internal combustion engine is suppressed. As a result, the variable valve timing mechanism can be normally operated when the internal combustion engine is started, and deterioration of fuel consumption until the internal EGR amount by the variable valve timing mechanism can be secured can be suppressed.

1 is a diagram showing a schematic configuration of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram which shows an example of the control system of a hybrid vehicle. It is a figure which shows an example of the engine mounted in a hybrid vehicle. FIG. 2 is a cross-sectional view of a VVT provided in the engine and a schematic configuration of a hydraulic control system of the VVT. It is a flowchart which shows an example of the engine output suppression control performed at the time of engine starting. It is a figure which shows the relationship between SOC of a battery, and the output upper limit of an engine. It is a figure which shows the relationship between the driving | running | working request | requirement output of a vehicle, and the output upper limit of an engine.

  Embodiments of the present invention will be described with reference to the accompanying drawings. In this embodiment, a case where the present invention is applied to an FF (front engine / front drive) type hybrid vehicle will be described. The vehicle to which the present invention is applied may be an FR (front engine / rear drive) type vehicle or a 4WD type vehicle.

  First, a schematic configuration of a hybrid vehicle 1 according to an embodiment of the present invention will be described with reference to FIG.

  As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 and a crankshaft 2a as an output shaft of the engine 2 via a damper 2b as a drive system for applying driving force to the front wheels (drive wheels) 6a and 6b. The three-shaft power split mechanism 3 connected to the power split mechanism, the first motor generator MG1 capable of generating power connected to the power split mechanism 3, and the ring gear shaft 3e as a drive shaft connected to the power split mechanism 3 are reduced. A second motor generator MG2 connected via a mechanism 7; The hybrid vehicle 1 also includes an ECU 10 including a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 11 that controls the entire drive system of the vehicle.

  In the hybrid vehicle 1, the crankshaft 2a, the power split mechanism 3, the first motor generator MG1, the second motor generator MG2, the reduction mechanism 7, and the ring gear shaft 3e constitute a driving force transmission system. The ring gear shaft 3e is connected to the front wheels 6a, 6b via the gear mechanism 4 and the front wheel differential gear 5, and the driving force from the engine 2, motor generators MG1, MG2 is transmitted to the front wheels 6a, 6b. It is possible. Note that the configuration of the driving force transmission system is an example, and other configurations may be employed. For example, a configuration having a stepped or continuously variable automatic transmission may be employed.

  The engine 2 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. Operation control such as fuel injection control, ignition control, intake air amount control, and the like of the engine 2 by an engine electronic control unit (hereinafter referred to as an engine ECU) 12 that inputs signals from various sensors that detect the operation state of the engine 2. Is to be done. The engine ECU 12 communicates with the hybrid ECU 11, controls the operation of the engine 2 by a control signal from the hybrid ECU 11, and outputs data related to the operating state of the engine 2 to the hybrid ECU 11 as necessary. The specific configuration of the engine 2 will be described later.

  The power split mechanism 3 includes an external gear sun gear 3a, an internal gear ring gear 3b arranged concentrically with the sun gear 3a, a plurality of pinion gears 3c that mesh with the sun gear 3a and mesh with the ring gear 3b, And a carrier 3d that holds the pinion gear 3c in a rotatable and revolving manner, and is configured as a planetary gear mechanism that performs differential action with the sun gear 3a, the ring gear 3b, and the carrier 3d as rotating elements. In this power split mechanism 3, the crankshaft 2a of the engine 2 is connected to the carrier 3d, the rotor (rotor) of the first motor generator MG1 is connected to the sun gear 3a, and the reduction mechanism 7 is connected to the ring gear 3b via the ring gear shaft 3e. ing.

  When first motor generator MG1 functions as a generator, the driving force of engine 2 input from carrier 3d is distributed to sun gear 3a side and ring gear 3b side according to the gear ratio. On the other hand, when the engine 2 is requested to start, the first motor generator MG1 functions as an electric motor (starter motor), and the driving force of the first motor generator MG1 is applied to the crankshaft 2a via the sun gear 3a and the carrier 3d. And engine 2 is cranked.

  The reduction mechanism 7 includes an external gear sun gear 7a, an internal gear ring gear 7b arranged concentrically with the sun gear 7a, a plurality of pinion gears 7c meshing with the sun gear 7a and meshing with the ring gear 7b, and a plurality of pinion gears 7c. And a carrier 7d that rotatably holds the pinion gear 7c. In the reduction mechanism 7, the carrier 7d is fixed to the transmission case, while the sun gear 7a is connected to the rotor (rotor) of the second motor generator MG2, and the ring gear 7b is connected to the ring gear shaft 3e.

  Each of motor generators MG1 and MG2 is configured by a known synchronous generator motor that can be driven as a generator and driven as an electric motor, and is connected to a battery (power storage device) via inverters 21 and 22 and boost converter 23. ) Exchange power with 24. Electric power line 25 connecting each inverter 21, 22, boost converter 23, and battery 24 is configured as a positive bus and a negative bus shared by each inverter 21, 22, and either one of motor generators MG 1, MG 2. The generated power can be consumed on the other side. Therefore, battery 24 is charged / discharged by electric power generated from one of motor generators MG1 and MG2 or insufficient electric power. Note that the battery 24 is not charged / discharged if the power balance is balanced by the motor generators MG1 and MG2.

  Motor generators MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 13. The motor ECU 13 receives signals necessary for driving and controlling the motor generators MG1 and MG2, such as signals from rotational position detection sensors 26 and 27 that detect the rotational positions of the rotors of the motor generators MG1 and MG2, and current sensors. The phase current applied to the detected motor generators MG1 and MG2 is input. A switching control signal to the inverters 21 and 22 is output from the motor ECU 13. Then, for example, drive control is performed using one of the motor generators MG1 and MG2 as a generator (for example, regenerative control is performed on the second motor generator MG2), or drive control is performed as an electric motor (for example, power control is performed on the second motor generator MG2). Or In addition, the motor ECU 13 communicates with the hybrid ECU 11, and controls the motor generators MG1 and MG2 as described above in accordance with the control signal from the hybrid ECU 11, and also operates the motor generators MG1 and MG2 as necessary. Is output to the hybrid ECU 11.

  The battery 24 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 14. The battery ECU 14 is attached to a signal necessary for managing the battery 24, for example, a voltage between terminals from a voltage sensor 24 a installed between terminals of the battery 24, and a power line 25 connected to an output terminal of the battery 24. The charging / discharging current from the current sensor 24 b and the battery temperature from the battery temperature sensor 24 c attached to the battery 24 are input. The battery ECU 14 outputs data related to the state of the battery 24 to the hybrid ECU 11 by communication as necessary.

  Further, in order to manage the battery 24, the battery ECU 14 calculates a remaining power (SOC: State Of Charge) based on the integrated value of the charge / discharge current detected by the current sensor 24b, or calculates the calculated battery 24. Based on the SOC and the battery temperature detected by the battery temperature sensor 24c, the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 24, are calculated. An upper limit value and a lower limit value are set in advance in the SOC of the battery 24, and charging / discharging of the battery 24 is controlled so that the SOC is within the range of the upper limit value and the lower limit value.

  Next, a schematic configuration of the control system of the hybrid vehicle 1 will be described with reference to FIG.

  As shown in FIG. 2, the hybrid ECU 11 includes a CPU 40, a ROM 41, a RAM 42, a backup RAM 43, and the like. The ROM 41 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 40 executes various arithmetic processes based on various control programs and maps stored in the ROM 41. The RAM 42 is a memory that temporarily stores calculation results in the CPU 40, data input from each sensor, and the like. The backup RAM 43 is a non-volatile memory that stores, for example, data to be saved when the ignition is turned off. The CPU 40, ROM 41, RAM 42, and backup RAM 43 are connected to each other via a bus 46, and are connected to an input interface 44 and an output interface 45.

  The input interface 44 includes a shift position sensor 50 that outputs a signal corresponding to the operation position of the shift lever of the shift operation device 9, an ignition switch 51 that transmits an ignition signal when the driver is turned on, and a depression amount of the accelerator pedal. An accelerator opening sensor 52 that outputs a signal, a brake pedal sensor 53 that outputs a signal corresponding to the amount of depression of the brake pedal, a vehicle speed sensor 54 that outputs a signal corresponding to the vehicle body speed, and the like are connected. As a result, the hybrid ECU 11 receives a shift position signal from the shift position sensor 50, an ignition signal from the ignition switch 51, an accelerator opening signal from the accelerator opening sensor 52, a brake pedal position signal from the brake pedal sensor 53, a vehicle speed. A vehicle speed signal or the like from the sensor 54 is input.

  The input interface 44 and the output interface 45 are connected to an engine ECU 12, a motor ECU 13, and a battery ECU 14. The hybrid ECU 11 controls various control signals and data between the engine ECU 12, the motor ECU 13, and the battery ECU 14. Sending and receiving.

  In addition, in the example of FIG. 1, FIG. 2, although each ECU is comprised separately, you may comprise as ECU which integrated two or more ECUs. For example, as shown by a one-dot chain line in FIG. 1, the ECU 10 may be an integrated unit of the hybrid ECU 11, the engine ECU 12, the motor ECU 13, and the battery ECU 14. In the following description, the hybrid ECU 11, the engine ECU 12, the motor ECU 13, and the battery ECU 14 are referred to as the ECU 10 without distinction.

  In the hybrid vehicle 1 configured as described above, the torque (required torque) to be output to the front wheels (drive wheels) 6a and 6b is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The engine 2 and the motor generators MG1 and MG2 are controlled to run with the required driving force corresponding to the required torque. Specifically, in order to reduce fuel consumption, the required driving force is obtained using the second motor generator MG2 in an operating region where the required driving force is relatively low. On the other hand, in the operation region where the required driving force is relatively high, the second motor generator MG2 is used, the engine 2 is driven, and the driving force from these driving force sources (driving driving force sources) The required driving force is obtained.

  More specifically, when the vehicle 2 is starting or traveling at low speed and the operation efficiency of the engine 2 is low, traveling (EV traveling) is performed only by the second motor generator MG2. Further, EV traveling is also performed when the driver selects the EV traveling mode using a traveling mode selection switch disposed in the vehicle interior.

  During normal travel, for example, the driving force of the engine 2 is divided into two paths by the power split mechanism 3 (torque split), while the drive wheels 6a and 6b are directly driven (driven by direct torque), and the second 1 Motor generator MG1 is driven to generate power. At this time, the second motor generator MG2 is driven by the generated electric power to assist driving of the driving wheels 6a and 6b (driving by an electric path). In this way, the power split mechanism 3 functions as a differential mechanism, and the main part of the power from the engine 2 is mechanically transmitted to the drive wheels 6a and 6b by the differential action, and the rest of the power from the engine 2 is transferred. By electrically transmitting the electric motor from the first motor generator MG1 to the second motor generator MG2, a function as an electric continuously variable transmission in which the gear ratio is electrically changed is exhibited. As a result, the engine rotation speed and the engine torque can be freely operated without depending on the rotation speed and torque of the drive wheels 6a and 6b (ring gear shaft 3e), and the drive required for the drive wheels 6a and 6b. It is possible to obtain the operating state of the engine 2 in which the fuel consumption rate is optimized while obtaining power.

  Further, during high-speed running, the electric power from the battery 24 is further supplied to the second motor generator MG2, and the output of the second motor generator MG2 is increased to add driving force to the driving wheels 6a and 6b (driving force assist). Power running).

  Furthermore, at the time of deceleration, the second motor generator MG2 functions as a generator to perform regenerative power generation, and the recovered power is stored in the battery 24. When the amount of charge of the battery 24 decreases and charging is particularly necessary, the output of the engine 2 is increased to increase the amount of power generated by the first motor generator MG1, thereby increasing the amount of charge for the battery 24. However, there is a case where control is performed to increase the drive amount of the engine 2 as necessary even during low-speed traveling. For example, when the battery 24 needs to be charged as described above, when an auxiliary machine such as an air conditioner is driven, when the temperature of the cooling water of the engine 2 is increased to a predetermined temperature, or when the vehicle accelerates rapidly.

  Furthermore, in the hybrid vehicle 1, the engine 2 is stopped in order to improve fuel consumption depending on the driving state of the vehicle and the state of the battery 24. And after that, the driving state of the vehicle and the state of the battery 24 are detected, and the engine 2 is restarted. Thus, in the hybrid vehicle 1, the engine 2 is intermittently operated even when the ignition switch 51 is in the ON position.

  Here, the shift operation device 9 provided in the hybrid vehicle 1 will be described with reference to FIG. The shift operation device 9 has a shift lever (not shown) (also referred to as a shift knob or a select lever) that is disposed in the vicinity of the driver's seat and can be displaced. As shown in FIG. 2, the shift operating device 9 includes a shift gate having a parking (P) position, a reverse (R) position, a neutral (N) position, a drive (D) position, and a sequential (S) position. 9a is formed, and the driver can displace the shift lever to a desired range position. Each range position of these parking (P) position, reverse (R) position, neutral (N) position, drive (D) position, sequential (S) position (including the "+" position and "-" position below) is , Detected by the shift position sensor 50.

  When the shift lever is operated to the “drive (D) position”, the hybrid system is set to “automatic transmission mode”, and the gear ratio is set so that the driving operation point of the engine 2 is on the optimum fuel consumption line. Controlled electric continuously variable transmission control is performed.

  Further, in a state where the shift lever is operated to the “sequential (S) position”, the hybrid system is set to “manual shift mode (sequential shift mode)”. Before and after the sequential (S) position, a “+” position and a “−” position are provided. The “+” position is a position where the shift lever is operated when performing a manual shift up, and the “−” position is a position where the shift lever is operated when performing a manual shift down. When the shift lever is in the sequential (S) position and the shift lever is operated to the “+” position or the “−” position with the sequential (S) position as the neutral position (manual shift operation), the hybrid system The pseudo shift stage established by (for example, the shift stage established by adjusting the engine rotation speed under the control of the first motor generator MG1) is increased or decreased. Specifically, each time the operation to the “+” position is performed, the gear position is increased by one step (for example, 1st → 2nd → 3rd → 4th). On the other hand, the gear position is decreased by one step (for example, 4th → 3rd → 2nd → 1st) for each operation to the “−” position. Note that the number of stages that can be selected in this manual shift mode is not limited to “4 stages”, but may be other stages (for example, “6 stages”, “8 stages”, etc.).

  Further, paddle switches 9c and 9d are provided on the steering wheel 9b disposed in front of the driver's seat. These paddle switches 9c and 9d are lever-shaped, and in the manual shift mode, a shift-up paddle switch 9c for outputting a command signal for requesting a shift-up and a shift-down for outputting a command signal for requesting a shift-down are provided. A paddle switch 9d is provided. The upshift paddle switch 9c is labeled with a "+" symbol, and the downshift paddle switch 9d is labeled with a "-" symbol.

  When the shift lever is operated to the “sequential (S) position” and is in the “manual shift mode”, once the shift-up paddle switch 9c is operated (pulling forward), it is operated once. Each time the gear position is increased by one. On the other hand, when the shift-down paddle switch 9d is operated (pulling forward), the gear position is lowered by one for each operation.

  As described above, in the hybrid system in this embodiment, when the shift lever is operated to the “drive (D) position” to enter the “automatic shift mode”, the drive control is performed so that the engine 2 is efficiently operated. Specifically, the hybrid system is controlled so that the operating point of the engine 2 is on the optimum fuel consumption line. On the other hand, when the shift lever is operated to the “sequential (S) position” to enter the “manual shift mode”, the gear ratio, which is the ratio of the rotation speed of the engine 2 to the rotation speed of the ring gear shaft 3e, is changed to the shift operation of the driver. Accordingly, for example, it is possible to change to four stages (1st to 4th).

  Next, a specific configuration of the engine 2 mounted on the hybrid vehicle 1 will be described with reference to FIG. FIG. 3 shows only the configuration of one cylinder of the engine 2.

  As shown in FIG. 3, the engine 2 is a port injection type multi-cylinder gasoline engine, and a piston 102 that reciprocates in the vertical direction is provided in a cylinder block 101 constituting each cylinder. The piston 102 is connected to the crankshaft 2 a via the connecting rod 103, and the reciprocating motion of the piston 102 is converted into the rotational motion of the crankshaft 2 a by the connecting rod 103. A signal rotor 104 is attached to the crankshaft 2a. On the outer peripheral surface of the signal rotor 104, a plurality of protrusions (teeth) 104a are provided at equal angles. An engine rotation speed sensor (crank position sensor) 105 is disposed near the side of the signal rotor 104. The engine rotation speed sensor 105 is, for example, an electromagnetic pickup, and generates a pulsed signal (output pulse) corresponding to the protrusion 104a of the signal rotor 104 when the crankshaft 2a rotates. The cylinder block 101 is provided with a water temperature sensor 106 that detects the temperature of the engine cooling water.

  Below the cylinder block 101, an oil pan 107 for storing lubricating oil is provided. The lubricating oil stored in the oil pan 107 is pumped up by the oil pump 108 through an oil strainer 108a (see FIG. 4) that removes foreign matters when the engine 2 is operated, and the crankshaft 2a, the piston 102, and the connecting rod 103 are pumped. And used for lubrication and cooling of each part. The lubricating oil supplied in this way is used for lubrication and cooling of each part of the engine 2, then returned to the oil pan 107, and again pumped up by the oil pump 108 into the oil pan 107. Stored. The lubricating oil stored in the oil pan 107 is also used as hydraulic oil for variable valve timing mechanisms (also referred to as VVT) 140 and 160 described later. The oil pump 108 is a mechanical pump that is driven by the rotation of the crankshaft 2 a of the engine 2.

  A cylinder head 111 is provided at the upper end of the cylinder block 101, and a combustion chamber 112 is formed between the cylinder head 111 and the piston 102. A spark plug 113 is disposed in the combustion chamber 112 of the engine 2. The ignition timing of the spark plug 113 is adjusted by the igniter 114. An intake passage 121 and an exhaust passage 131 are connected to the combustion chamber 112 of the engine 2. A part of the intake passage 121 is formed by an intake port 121a and an intake manifold 121b. A part of the exhaust passage 131 is formed by an exhaust port 131a and an exhaust manifold 131b.

  In the intake passage 121, an air cleaner 122, a hot-wire air flow meter 123, an intake air temperature sensor 124 (built in the air flow meter 123), an electronically controlled throttle valve 125 for adjusting the intake air amount of the engine 2, and the like are arranged. ing. The throttle valve 125 is driven by a throttle motor 126. The opening degree of the throttle valve 125 is detected by a throttle opening degree sensor 127. The throttle opening of the throttle valve 125 is driven and controlled by the ECU 10.

A three-way catalyst 132 is disposed in the exhaust passage 131. In the three-way catalyst 132, oxidation of CO and HC and reduction of NOx in the exhaust gas exhausted from the combustion chamber 72 to the exhaust passage 131 is performed, and these are made harmless CO ₂ , H ₂ O, and N ₂ . In this way, the exhaust gas is purified. An A / F sensor 133 is disposed in the exhaust passage 131 upstream of the three-way catalyst 132. The A / F sensor 133 is a sensor that exhibits linear characteristics with respect to the air-fuel ratio. Further, an O ₂ sensor 134 is disposed in the exhaust passage 131 on the downstream side of the three-way catalyst 132. The O ₂ sensor 134 generates an electromotive force according to the oxygen concentration in the exhaust gas. When the output is higher than a voltage (comparison voltage) corresponding to the theoretical air-fuel ratio, the O ₂ sensor 134 determines that the output is rich, and conversely compares When the output is lower than the voltage, it is judged as lean.

  In addition, an intake valve 115 is provided between the intake passage 121 and the combustion chamber 112, and the intake passage 121 and the combustion chamber 112 are communicated or blocked by opening and closing the intake valve 115. An exhaust valve 116 is provided between the exhaust passage 131 and the combustion chamber 112, and the exhaust passage 131 and the combustion chamber 112 are communicated or blocked by opening and closing the exhaust valve 116.

  The opening / closing drive of the intake valve 115 and the exhaust valve 116 is performed by each rotation of the intake camshaft 117 and the exhaust camshaft 118 in which the rotation of the crankshaft 2a is transmitted via a timing chain (or timing belt) (not shown). A cam position sensor 119 is disposed in the vicinity of the intake camshaft 117. The cam position sensor 119 is, for example, an electromagnetic pickup, and is disposed so as to face one protrusion (not shown) on the outer peripheral surface of the rotor provided integrally with the intake camshaft 117. When 117 rotates, a pulse signal is output. Since the intake camshaft 117 rotates at half the rotational speed of the crankshaft 2a, the cam position sensor 119 generates one pulse signal every time the crankshaft 2a rotates 720 °.

  Further, an injector (fuel injection valve) 128 for fuel injection is disposed in the intake passage 121. Fuel of a predetermined pressure is supplied from the fuel tank to the injector 128 by a fuel pump, and the fuel is injected into the intake port 121 a of the intake passage 121. This injected fuel is mixed with the intake air to be mixed into the combustion chamber 112. The air-fuel mixture (fuel + air) introduced into the combustion chamber 112 is ignited by the spark plug 113 and combusted / exploded. The piston 102 reciprocates due to the combustion / explosion of the air-fuel mixture in the combustion chamber 112, and the crankshaft 2a rotates.

  Next, the VVTs 140 and 160 provided in the engine 2 will be described with reference to FIGS. As shown in FIG. 3, VVT 140 is provided on intake camshaft 117, and OCV (oil control valve) 150 is connected to VVT 140. The exhaust camshaft 118 is provided with a VVT 160, and the OCV 170 is connected to the VVT 160. 4 shows the intake-side VVT 140 and OCV 150. Here, the intake-side VVT 140 and OCV 150 will be mainly described, but the exhaust-side VVT 160 and OCV 170 have the same configuration.

  The VVT 140 includes a substantially hollow disk-shaped housing 141 and a vane rotor 142 that is rotatably accommodated in the housing 141. A plurality of (four in this example) vanes 142 a are integrally formed on the vane rotor 142. The vane rotor 142 is fixed to the intake camshaft 117 by a center bolt 143a and rotates integrally with the intake camshaft 117.

  The front side of the housing 141 is covered with a front cover (not shown). The housing 141 and the front cover are fixed to the sprocket 144 with bolts 143b, and the housing 141 and the front cover rotate integrally with the sprocket 144. The sprocket 144 is connected to the crankshaft 2a via a timing chain (not shown).

  The same number of convex portions 141a as the vanes 142a of the vane rotor 142 are formed inside the housing 141, and the vanes 142a of the vane rotor 142 are accommodated in the concave portions 141b formed between the convex portions 141a. The front end surface of each vane 142a is in slidable contact with the inner peripheral surface of the recess 141b. The vane rotor 142 rotates relative to the housing 141 by receiving the pressure of the hydraulic oil by the vane 142a. Thereby, the rotation phase of the intake camshaft 117 with respect to the crankshaft 2a changes.

  In each recess 141b of the housing 141, two spaces defined by the vane 142a of the vane rotor 142 are formed. Of these two spaces, the space behind the vane 142a in the camshaft rotation direction (the direction of the arrow X1 in FIG. 4) constitutes the advance side hydraulic chamber 145a. The space constitutes the retard side hydraulic chamber 145b.

  In the VVT 140 having the above structure, the vane rotor 142 rotates relative to the housing 141 by the hydraulic pressure in the advance hydraulic chamber 145a and the hydraulic pressure in the retard hydraulic chamber 145b. That is, when the hydraulic pressure in the advance side hydraulic chamber 145a is made higher than the hydraulic pressure in the retard side hydraulic chamber 145b, the vane rotor 142 rotates relative to the housing 141 in the rotational direction of the intake camshaft 117. At this time, the rotational phase of the intake camshaft 117 is advanced relative to the rotational phase of the crankshaft 2a (advance angle). Conversely, when the hydraulic pressure in the retarded hydraulic chamber 145b is made higher than the hydraulic pressure in the advanced hydraulic chamber 145a, the vane rotor 142 is rotated relative to the housing 141 in the direction opposite to the rotational direction of the intake camshaft 117, and the intake air The rotational phase of the camshaft 117 is delayed (retarded) with respect to the rotational phase of the crankshaft 2a. The valve timing (opening / closing timing) of the intake valve 115 can be made variable by adjusting the rotational phase. Note that the most retarded angle position and the most advanced angle position of the rotational phase of the intake camshaft 117 are regulated by the vane 142a of the vane rotor 142 coming into contact with the convex portion 141a formed inside the housing 141. Yes.

  Connected to the VVT 140 is an OCV 150 for controlling the hydraulic pressure of hydraulic fluid supplied to the hydraulic chambers 145a and 145b. The hydraulic oil pumped up from the oil pan 107 by the oil pump 108 via the oil strainer 108a is supplied to the OCV 150 via the oil supply passage 109a. Further, two oil discharge passages 109b and 109c are connected to the OCV 150. The OCV 150 is connected to the advance side hydraulic chamber 145a of the VVT 140 via the advance side passage 155a, and is connected to the retard side hydraulic chamber 145b of the VVT 140 via the retard side passage 155b.

  The OCV 150 is an electromagnetically driven flow control valve, and is controlled by the ECU 10. Specifically, the OCV 150 is a four-port valve, and includes a spool 152 that is reciprocally movable inside the casing 151, a compression coil spring 153 that biases the spool 152 with an elastic force, and an electromagnetic solenoid 154. The spool 152 is attracted when a voltage is applied to the electromagnetic solenoid 154. The voltage applied to the electromagnetic solenoid 154 is duty-controlled by the ECU 10. The attractive force generated by the electromagnetic solenoid 154 changes according to the duty ratio of the applied voltage. The position of the spool 152 is determined by a balance between the attractive force generated by the electromagnetic solenoid 154 and the biasing force of the compression coil spring 153.

  As the spool 152 moves, the communication amount (for example, the opening area of the communication portion) between the advance side passage 155a and the retard side passage 155b and the oil supply passage 109a and the oil discharge passages 109b and 109c changes. Then, the amount of hydraulic oil supplied to the advance side passage 155a and the retard side passage 155b or the amount of hydraulic oil discharged from the advance side passage 155a and the retard side passage 155b changes.

  For example, as the duty ratio of the voltage applied to the electromagnetic solenoid 154 increases, the amount of hydraulic oil supplied to the advance side passage 155a increases and the rotational phase of the intake camshaft 117 is advanced. On the other hand, the smaller the duty ratio of the voltage applied to the electromagnetic solenoid 154, the greater the amount of hydraulic oil supplied to the retard side passage 155b, and the rotational phase of the intake camshaft 117 is retarded. Thus, by adjusting the hydraulic pressure in the advance side hydraulic chamber 145a and the retard side hydraulic chamber 145b, the rotational phase of the vane rotor 142 (the rotational phase of the intake camshaft 117 with respect to the crankshaft 2a) can be adjusted. Thus, the valve timing (opening / closing timing) of the intake valve 115 can be arbitrarily adjusted in the range from the most retarded position to the most advanced position. The exhaust-side OCV 170 is also duty-controlled in the same manner as the intake-side OCV 150, and the valve timing of the exhaust valve 116 can be arbitrarily adjusted in the range from the most advanced position to the most retarded position. However, in the exhaust-side OCV 170, the relationship between the retard angle and the advance angle is opposite to that in the intake-side OCV 150.

  Thus, the valve timings of the intake valve 115 and the exhaust valve 116 can be adjusted within a predetermined movable range by the phase control of the VVTs 140 and 160 by the OCVs 150 and 170. As the valve timing of the intake valve 115 is advanced and the valve timing of the exhaust valve 116 is retarded, the internal EGR amount (valve overlap amount) of the engine 2 increases. As a result, the combustion becomes slow, the ignition timing can be advanced, the pumping loss can be reduced, and the fuel consumption can be improved. On the other hand, as the valve timing of the intake valve 115 is retarded and the valve timing of the exhaust valve 116 is advanced, the internal EGR amount of the engine 2 becomes smaller. As a result, the exhaust gas can be prevented from being blown back, and for example, it is possible to ensure the stability of the combustion in the cold state before the completion of warm-up.

  The initial rotational phase of VVTs 140 and 160 (the initial rotational phase of intake / exhaust camshafts 117 and 118 with respect to crankshaft 2a) is set from the viewpoint of suppressing a shock at the start of engine 2, idle vibration, and the like. . In this case, the initial rotation phases of the VVTs 140 and 160 are set so that the internal EGR amount becomes zero. Specifically, when the engine 2 is stopped, the vane 142a of the intake VVT 140 is fixed at the most retarded position by a lock pin (not shown), and the vane (not shown) of the exhaust VVT 160 is fixed at the most advanced position by a lock pin. It has come to be. When the engine 2 is started, the vanes are fixed by the lock pins by hydraulic pressure.

  The operation control of the engine 2 configured as described above is performed by the ECU 10. That is, the ECU 10 performs various controls of the engine 2 including control of the intake air amount by driving the throttle valve 125, injection timing control of the injector 128, ignition timing control of the spark plug 113, and the like based on the output signals of the various sensors described above. Execute. Further, the ECU 10 controls the operation of the VVTs 140 and 160 (the operation of the OCVs 150 and 170), and variably controls the valve timings of the intake valve 115 and the exhaust valve 116. That is, the ECU 10 controls the operation of the VVTs 140 and 160 and controls the valve overlap amount by referring to a map or the like based on the operating state of the engine 2 (for example, engine speed, load factor, etc.).

  In this embodiment, in the hybrid vehicle 1 configured as described above, when the engine 2 is started, if the hydraulic pressure supplied to the VVTs 140 and 160 is less than the threshold, charging of the battery 24 is suppressed and the output of the engine 2 is suppressed. Like to do. The output suppression control of the engine 2 performed when the engine 2 is started will be described with reference to the flowchart of FIG.

  First, as described above, when the engine 2 is stopped, the supply of hydraulic pressure for VVT operation from the oil pump 108 to the VVTs 140 and 160 is stopped, and the hydraulic oil in each hydraulic chamber gradually escapes to the outside. For this reason, when the engine 2 is started, the VVT operating hydraulic pressure supplied to the hydraulic chambers of the VVT 140 and 160 rises to a hydraulic pressure that allows the VVT 140 and 160 to operate normally. It is difficult to operate and control the internal EGR amount, which may lead to deterioration of fuel consumption.

  Therefore, in this embodiment, the output suppression control at the start of the engine 2 as shown in FIG. 5 is performed to suppress the deterioration of fuel consumption. The routine shown in FIG. 5 is executed every few milliseconds after the engine 10 is started by the ECU 10. As described above, in the hybrid vehicle 1, the engine 2 is intermittently operated even when the ignition switch 51 is in the ON position. Therefore, the engine 2 is stopped while the hybrid vehicle 1 is traveling, and then the engine 2 is restarted. The case where the engine is started is also included in the “start” here.

  First, in step ST11, when the engine 2 is started, it is determined whether or not the VVT operating hydraulic pressure supplied to the hydraulic chambers of the VVTs 140 and 160 is less than a determination value (threshold value). This determination can be made based on, for example, the elapsed time Ta from when the engine 2 is stopped to when it is started and the elapsed time Tb after the engine 2 is started. The elapsed time Ta from the stop of the engine 2 to the start and the elapsed time Tb from the start of the engine 2 are measured by a timer function of the ECU 10. The threshold value is set to a value that allows the VVTs 140 and 160 to normally operate by performing experiments and simulations in advance. Here, since the determination in step ST11 is performed based on the elapsed times Ta and Tb, the VVT operating hydraulic pressure supplied to the hydraulic chambers of the VVT 140 and 160 after the engine 2 is started is set as the threshold value VVT 140, It is possible to employ a time T1 required for 160 to become a value (threshold value) that can be normally operated.

  Specifically, the shorter the elapsed time Ta from when the engine 2 is stopped to when it is started, the smaller the amount of hydraulic oil that escapes from the hydraulic chambers of the VVTs 140 and 160, and the hydraulic chambers of the VVTs 140 and 160 after the engine 2 is started. The time T1 required for the hydraulic pressure for VVT operation to be supplied to become equal to or greater than the threshold value is shortened. Conversely, the longer the elapsed time Ta from the stop of the engine 2 to the start, the larger the amount of hydraulic oil that escapes from the hydraulic chambers of the VVTs 140 and 160, and the hydraulic oils of the VVTs 140 and 160 after the engine 2 starts. The time T1 required until the supplied hydraulic pressure for VVT operation becomes equal to or greater than the threshold value is increased. For this reason, an elapsed time Ta from when the engine 2 is stopped to when it is started, and a time T1 that is required until the hydraulic pressure for VVT operation supplied to the hydraulic chambers of the VVTs 140 and 160 after the engine 2 is started exceeds the threshold value. Is created in advance through experiments and simulations, and is stored in the ECU 10. Based on the relationship described above, the engine 2 is supplied to the hydraulic chambers of the VVTs 140 and 160 from the start of the engine 2 from the elapsed time Ta (time measured by the ECU 10) Ta from the stop of the engine 2 to the start of the engine 2. The time T1 required until the hydraulic pressure for operating the VVT is equal to or greater than the threshold value is obtained. Then, the determination in step ST11 is made by comparing and determining the time T1 obtained from the above relationship and the elapsed time (time measured by the ECU 10) Tb from the start of the engine 2.

  As a result of the comparison determination, when the elapsed time Tb from the start of the engine 2 does not exceed the time T1, the hydraulic pressure for VVT operation supplied to the hydraulic chambers of the VVTs 140 and 160 is less than the threshold value. It is determined that there is, and the process proceeds to step ST12. On the other hand, when the elapsed time Tb from the start of the engine 2 exceeds the time T1, it is determined that the VVT operating hydraulic pressure supplied to the hydraulic chambers of the VVTs 140 and 160 is equal to or greater than the threshold, and step Proceed to ST13.

  In step ST <b> 12, the output upper limit value P <b> 1 of the engine 2 is set based on the vehicle travel request output by the driver and the SOC of the battery 24. Thus, by providing the output upper limit value P1 of the engine 2, the output of the engine 2 is limited. The output of the engine 2 is limited by suppressing charging of the battery 24. The charge suppression control of the battery 24 is performed, for example, by prohibiting (stopping) charging of the battery 24.

  The output upper limit value P1 of the engine 2 is set based on, for example, the SOC of the battery 24 and the vehicle travel request output Pd by the driver by referring to the maps as shown in FIGS. As described above, the SOC of the battery 24 can be calculated based on the integrated value of the charge / discharge current detected by the current sensor 24b. The vehicle travel request output Pd can be calculated based on the accelerator pedal depression amount (accelerator opening) by the driver detected by the accelerator opening sensor 52 and the vehicle speed.

  In the map of FIG. 6, the relationship between the SOC of the battery 24 and the output upper limit value P1 of the engine 2 is shown. According to this map, the lower the SOC of the battery 24, the larger the output upper limit value P1 of the engine 2 is set. Conversely, the higher the SOC of the battery 24, the smaller the output upper limit value P1 of the engine 2 is set.

  The map in FIG. 7 shows the relationship between the vehicle travel request output Pd and the engine output upper limit value P1. According to this map, the output upper limit P1 of the engine 2 is set to a smaller value as the travel request output Pd is smaller. Conversely, the output upper limit P1 of the engine 2 is set to a larger value as the travel request output Pd is larger. Note that the maps in FIGS. 6 and 7 are examples, and other relationships may be mapped. The output upper limit value P1 of the engine 2 may be set using a three-dimensional map obtained by combining the two-dimensional maps of FIGS.

  Here, by providing the output upper limit value P1 of the engine 2, the output of the engine 2 may be insufficient with respect to the travel request output Pd of the vehicle. In this case, the shortage of the output of engine 2 is compensated by driving second motor generator MG2 with the electric power stored in battery 24.

  Specifically, when the output upper limit value P1 of the engine 2 obtained in step ST12 is less than the travel request output Pd of the vehicle, the shortage output is compensated by driving the second motor generator MG2. . That is, the shortage of the output of the engine 2 with respect to the vehicle travel request output Pd (output corresponding to [Pd−P1]) is output by the second motor generator MG2. The driving of the second motor generator MG2 includes driving with electric power stored in the battery 24, driving with the above-described electric path, or driving with both. In this case, in order to perform charge suppression control of the battery 24, the electric power generated by the first motor generator MG1 is supplied to the second motor generator MG2 through the above-described electric path.

  Note that, when the output upper limit value P1 of the engine 2 obtained in step ST12 is equal to or higher than the vehicle travel request output Pd, it is also possible not to perform the charge suppression control of the battery 24. That is, the engine 2 is driven without suppressing charging of the battery 24.

  In step ST13, the output upper limit value P1 of the engine 2 is set to the output limit value Pmax of the engine 2. That is, the engine 2 is driven without limiting the output of the engine 2. Also in this case, the engine 2 is driven without suppressing charging of the battery 24.

  As described above, in this embodiment, when the engine 2 is started, if the hydraulic pressure supplied to the hydraulic chambers of the VVTs 140 and 160 is less than the threshold value, the output of the engine 2 is suppressed by suppressing charging of the battery 24. Therefore, it is possible to suppress deterioration in fuel consumption until the VVTs 140 and 160 are able to operate normally. Specifically, when the VVT operating hydraulic pressure supplied to the hydraulic chambers of the VVT 140 and 160 after the engine 2 is started is less than the threshold, the internal EGR amount is secured by the VVT 140 and 160 to improve fuel efficiency. Is difficult. In this state, the greater the output of the engine 2, the worse the fuel consumption. In addition to this, if the battery 24 is charged in a state where the amount of internal EGR by the VVTs 140 and 160 cannot be secured, the output of the engine 2 must be increased by that amount, which may cause further deterioration in fuel consumption. .

  However, in this embodiment, when the hydraulic pressure supplied to the hydraulic chambers of the VVTs 140 and 160 is less than a threshold value and the internal EGR amount by the VVTs 140 and 160 cannot be secured, by suppressing charging to the battery 24, The output of the engine 2 is suppressed. Then, the shortage of the output of the engine 2 with respect to the travel request output Pd of the vehicle is supplemented by driving the second motor generator MG2.

  Further, when the hydraulic pressure supplied to the hydraulic chambers of the VVTs 140 and 160 exceeds a threshold value and the amount of internal EGR by the VVTs 140 and 160 can be secured, the output of the engine 2 is not suppressed and the output to the battery 24 is suppressed. Charging is performed as needed.

  As described above, while the effect of improving the fuel consumption by the VVTs 140 and 160 cannot be expected, by suppressing the charging of the battery 24, the output of the engine 2 is reduced to suppress the deterioration of the fuel consumption, and the fuel consumption improvement by the VVTs 140 and 160 is improved. After the effect can be expected, the output of the engine 2 is utilized to the maximum extent. As a result, when the engine 2 is started, the VVTs 140 and 160 can operate normally, and deterioration of fuel consumption until the internal EGR amount by the variable valve timing mechanism can be secured can be suppressed as much as possible.

  In this embodiment, the lower the SOC of the battery 24 is, the larger the output upper limit value P1 of the engine 2 is set. Therefore, it is possible to suppress the output of the engine 2 while considering the state of the battery 24. Specifically, when the SOC of the battery 24 is relatively low, the output of the second motor generator MG2 that can be output with the electric power of the battery 24 is small, so that the engine is more effective than when the SOC of the battery 24 is relatively high. The output upper limit value P2 of 2 needs to be increased. On the other hand, when the SOC of the battery 24 is relatively high, the output of the second motor generator MG2 that can be output with the power of the battery 24 can be increased. The output upper limit value P1 can be lowered.

  Moreover, since the output upper limit P1 of the engine 2 is set smaller as the travel request output Pd of the vehicle is smaller, the output of the engine 2 can be suppressed according to the travel request output Pd of the vehicle.

  In addition, when the SOC of the battery 24 is less than a preset lower limit value, it is possible not to perform the charge suppression control of the battery 24 as described above. That is, when the SOC of the battery 24 is less than the lower limit value, there is a concern about the deterioration of the battery 24. Therefore, when the SOC of the battery 24 becomes less than the lower limit value, the battery 24 is charged until the SOC of the battery 24 exceeds the lower limit value. It is also possible to preferentially charge the battery 24 by stopping the charge suppression control 24. Thereby, SOC of battery 24 can be recovered at an early stage, and deterioration of battery 24 can be suppressed.

-Other embodiments-
The present invention is not limited only to the above-described embodiments, and all modifications and applications within the scope of the claims and within the scope equivalent to the scope are possible.

  In the above embodiment, the VVTs 140 and 160 are provided on both the intake side and the exhaust side. However, the VVT may be provided only on either the intake side or the exhaust side.

  In the above-described embodiment, the determination in step ST11 is made based on the elapsed time Ta from the stop of the engine 2 to the start and the elapsed time Tb from the start of the engine 2. However, the present invention is not limited to this, and a sensor that detects the hydraulic pressure for VVT operation supplied to the VVT may be provided, and the determination in step ST11 may be performed based on the sensor output. Alternatively, a switch is provided that outputs an ON signal when the hydraulic pressure for VVT operation supplied to the VVT is equal to or greater than a threshold value, and when the hydraulic pressure for VVT is less than the threshold value, the ON signal is turned OFF. Based on this, the determination in step ST11 may be performed.

  In the above embodiment, the output of the engine 2 is limited by prohibiting the charging of the battery 24. However, when the hydraulic pressure for VVT operation supplied to each hydraulic chamber of the VVT is less than the threshold, the output exceeds the threshold. Compared to a certain case, the output of the engine 2 may be limited by limiting the charging of the battery 24 to a small amount.

  In the above embodiment, in step ST12, the output upper limit value P1 of the engine 2 is set based on the travel request output Pd of the vehicle and the SOC of the battery 24. However, either the travel request output Pd of the vehicle or the SOC of the battery 24 is set. The output upper limit value P1 of the engine 2 may be set based only on the above.

  The present invention can be applied to a hybrid vehicle including an engine having a hydraulic VVT, a motor generator, and a battery that stores electric power generated by the motor generator.

1 Hybrid vehicle 2 Engine 10 ECU
24 Battery 140, 160 Variable valve timing mechanism (VVT)
150, 170 OCV
MG1, MG2 motor generator

Claims (6)

A hybrid vehicle control device comprising an internal combustion engine having a hydraulic variable valve timing mechanism, a motor generator, and a power storage device that stores electric power generated by the motor generator,
When the internal combustion engine is started, if the hydraulic pressure supplied to the variable valve timing mechanism is less than a threshold, charging of the power storage device is suppressed. In the hybrid vehicle control device according to claim 1,
According to the SOC of the power storage device, an upper limit value of the output of the internal combustion engine is set,
When the upper limit value of the output of the internal combustion engine is less than the required travel output of the vehicle, the shortage of the output of the internal combustion engine relative to the travel required output is compensated by driving the motor generator with the electric power stored in the power storage device. A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 2,
The hybrid vehicle control device, wherein the upper limit value of the output of the internal combustion engine is set larger as the SOC of the power storage device is lower. In the hybrid vehicle control device according to claim 1,
The upper limit value of the output of the internal combustion engine is set according to the travel request output of the vehicle,
When the upper limit value of the output of the internal combustion engine is less than the required travel output, the shortage of the output of the internal combustion engine relative to the required travel output is compensated by driving the motor generator with the electric power stored in the power storage device. A hybrid vehicle control device. The hybrid vehicle control device according to claim 4,
The control apparatus for a hybrid vehicle, wherein the upper limit value of the output of the internal combustion engine is set smaller as the travel request output of the vehicle is smaller. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-5,
When the SOC of the power storage device is less than a lower limit value, the hybrid vehicle control device does not perform charge suppression control of the power storage device.

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