JP2013252803A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that can obtain a driving force without excess or deficiency by raising the engine speed according to the supercharging pressure when acceleration is requested.SOLUTION: A control device of a hybrid vehicle includes an engine having a turbocharger and a motor that changes engine speed, and is composed to increase the engine speed, when acceleration is requested. The control device includes: a detecting means to detect the supercharging pressure by the turbocharger when acceleration is requested (step S3); and an engine speed control means to accelerate rising speed of the engine speed based on the acceleration request when the supercharging pressure detected by the detecting means is low, compared with when the supercharging pressure detected by the detecting means is high (step S5).

Description

  The present invention relates to an apparatus for controlling a hybrid vehicle including an internal combustion engine and a motor as a power source, and particularly to a hybrid vehicle configured so that the number of revolutions of an engine with a supercharger can be controlled by the motor. It is related with the control apparatus which performs.

  Conventionally, so-called two-motor type hybrid vehicles are known. As an example, an engine, a motor, and an output member are connected to a power split mechanism including a differential mechanism, and another motor is connected to the output member. The configuration is known. Specifically, in the two-motor type hybrid vehicle, the power output from the engine is divided and transmitted to the motor and the output member by a power split mechanism, and at that time, the motor functions as a generator to split the power. The engine speed is appropriately controlled by applying a reaction force to the mechanism, and the other motor is driven by the generated power to transmit the power once converted to power to the output member. Yes. In this type of hybrid vehicle, the engine speed can be controlled appropriately. For example, the device described in Patent Document 1 has a target driving force when normal acceleration is required when sudden acceleration is required. While the setting is made in the same manner, the engine speed is changed more than in the case of a normal acceleration request. Therefore, according to the apparatus described in Patent Document 1, since the engine speed can be increased rapidly when a rapid acceleration is required, the driving force in accordance with the request is quickly increased. The driving force is set in the same way as during normal acceleration even for a rapid acceleration request, so that the consistency or continuity of changes in driving force can be maintained and the uncomfortable feeling can be reduced.

  Responsiveness to the change in the rotational speed of the rotating member varies depending on the moment of inertia of the rotating member or the rotating system including the rotating member. For example, in the turbo compressor described in Patent Document 2, a flywheel having a variable inertia moment is used as a blade. It is installed on the same axis as the car, and in low speed conditions such as at startup, the moment of inertia is reduced to make it easier to increase the speed, and when high speed is reached, the moment of inertia is increased to rotate by external force. This makes it difficult to change the number.

  On the other hand, a supercharger is known as a device for facilitating an increase in engine speed, and Patent Document 3 describes a device configured to facilitate the start of the engine by a turbocharger with an electric motor. Has been. The device described in Patent Document 3 eliminates a so-called turbo lag at the time of starting the engine by driving the turbocharger prior to starting the engine when it is determined that the engine should be started. It is configured.

  Since the supercharger increases the intake amount or the intake pressure of the engine, the engine output can be increased to rapidly increase the rotational speed. Therefore, for example, the control device described in Patent Document 4 changes the speed of the internal combustion engine so as to increase the speed of the supercharger by changing the transmission gear ratio when acceleration is requested. It is configured to let you. That is, when there is a request for acceleration, the gear ratio is controlled by the supercharger so that the intake amount or intake pressure of the engine increases.

JP 2009-18627 A JP-A-4-140431 JP 2008-95669 A JP 2003-39989 A

  The device described in Patent Document 1 described above is configured to increase the driving force by rapidly changing the engine speed when there is a request for rapid acceleration. The target driving force itself is set in the same way as when the acceleration request is a normal acceleration request that does not require rapid acceleration, so the target driving force is suppressed with respect to the rapid acceleration request. It becomes. If the driving force control by the device described in Patent Document 1 is applied to, for example, a hybrid vehicle equipped with an engine equipped with a supercharger, it is possible to perform sufficient and rapid supercharging. The driving force that meets the demand for rapid acceleration can be obtained. However, when supercharging is performed with a turbocharger, the way in which the boost pressure rises differs depending on the operating state of the turbocharger or the operating state of the turbocharger up to the current state. Therefore, when the control by the apparatus described in Patent Document 1 is performed in a state where the rise of the supercharging pressure is slow, the target driving force is relatively suppressed with respect to the rapid acceleration request, so that sufficient driving force is obtained. It may not be possible.

  Since the turbocharger is configured to be driven by the exhaust of the engine, supercharging cannot be performed if the engine is stopped. Therefore, in the device described in Patent Document 3, the turbocharger is driven by a motor. It is supposed to use a turbocharger that can. However, since the hybrid vehicle is mainly configured to improve the fuel consumption of the internal combustion engine that constitutes a part of the power source, if the turbocharger for increasing the output is driven by a motor, There is a possibility that the amount of energy consumption increases and the improvement in fuel efficiency of the hybrid vehicle is hindered. Moreover, since the power split mechanism of the hybrid vehicle functions in the same manner as the continuously variable transmission, the engine speed, that is, the gear ratio can be controlled by the power split mechanism as described in Patent Document 4. However, if the engine speed is increased due to supercharging, the fuel efficiency of the hybrid vehicle may be hindered, as with the device described in Patent Document 3 above.

  Note that the device described in Patent Document 2 is a device configured to vary the moment of inertia of the flywheel, which resists the increase in engine speed, according to the engine speed. The resistance to the increase in engine speed can only be reduced or increased, and there is no function to promote an increase in engine speed or driving force.

  The present invention has been made in view of the above circumstances, and in a hybrid vehicle having an engine equipped with a supercharger as a power source, a control device capable of increasing driving force without excess or deficiency in response to an acceleration request. It is intended to provide.

  In order to achieve the above object, the invention of claim 1 includes an engine equipped with a turbocharger and a motor for changing the rotational speed of the engine, and increases the rotational speed of the engine when acceleration is requested. In the control apparatus for a hybrid vehicle configured to cause a detection means for detecting a supercharging pressure by the turbocharger when the acceleration request is made, and an increase speed of the engine speed based on the acceleration request, And a rotational speed control means for speeding up when the boost pressure detected by the detection means is low compared to when the boost pressure detected by the detection means is high. is there.

  According to a second aspect of the present invention, in the first aspect of the invention, the rotational speed control means is configured to provide a difference between an engine torque that can be output instantaneously based on the supercharging pressure and a target engine torque that is determined based on the acceleration request. The control apparatus for a hybrid vehicle includes means for increasing the increase speed of the engine speed when the difference is small compared to when the difference is small.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, when the acceleration request is a request for rapid acceleration, the motor is increased by the motor, and the rotation speed control means is When the engine speed is increased by the motor due to the demand for rapid acceleration, the engine speed is increased and then the engine speed is decreased. Device.

  According to a fourth aspect of the present invention, in the third aspect of the invention, the rotational speed control means is a predetermined value in which a difference between a target acceleration obtained based on the sudden acceleration request and a maximum value based on the sudden acceleration request is predetermined. The hybrid vehicle control device includes means for reducing the engine speed when the value becomes equal to or less than a value.

  According to a fifth aspect of the present invention, in the third or fourth aspect of the invention, the rotational speed control means is configured to obtain a target engine output obtained based on the request for the sudden acceleration and an actual engine output when the sudden acceleration is requested. The hybrid vehicle control device includes means for increasing the rate of decrease in the engine speed as the difference increases.

  According to a sixth aspect of the present invention, in the invention according to any one of the third to fifth aspects, the rotational speed control means determines in advance a difference from a maximum value of a target engine torque obtained based on the request for the rapid acceleration. The control apparatus for a hybrid vehicle includes means for ending the decrease in the engine speed when the value becomes equal to or less than a predetermined value.

  According to a seventh aspect of the present invention, there is provided a variable inertia moment type flywheel that rotates together with the engine according to any one of the first to sixth aspects, and the supercharging pressure at the time of requesting acceleration is lower than a predetermined pressure. The hybrid vehicle control apparatus further comprises inertia moment control means for reducing the inertia moment of the variable moment of inertia flywheel.

  According to an eighth aspect of the present invention, in the seventh aspect of the present invention, the inertia moment control means is configured such that the supercharging pressure when the engine speed is increased by the motor in response to the acceleration request is lower than a predetermined value. A hybrid vehicle comprising means for reducing the moment of inertia of the variable inertia moment type flywheel in the process of increasing the engine speed more than when the supercharging pressure is not less than the predetermined value. It is a control device.

  According to a ninth aspect of the present invention, in the eighth aspect of the invention, the inertia moment control means is configured such that a difference between a target acceleration obtained based on the sudden acceleration request and a maximum value of the target acceleration based on the sudden acceleration request is in advance. The hybrid vehicle control device includes means for reducing the moment of inertia when the value becomes equal to or less than a predetermined value.

  According to the first aspect of the present invention, when there is an acceleration request such as depression of the accelerator pedal, the engine speed is increased so as to satisfy the acceleration request, and the increase speed is determined when the acceleration request is made. When the supercharging pressure is low, the speed is set faster than when the supercharging pressure is high. When the turbocharger has stopped before the acceleration request, the supercharging pressure at the time of the acceleration request is low, and it is difficult to increase the engine torque instantaneously due to the so-called turbo lag etc. However, in the first aspect of the invention, the engine speed is increased by the motor, and the increasing speed is increased. As a result, the engine exhaust increases rapidly and supercharging by the turbocharger is promoted, so that the engine torque increases rapidly, and the accompanying drive torque or acceleration force increases rapidly, and the accelerator pedal is depressed. It is possible to achieve acceleration in line with demands and improve drivability. Further, when the supercharging pressure is high, the engine torque rapidly increases based on an acceleration operation such as depression of an accelerator pedal. In this case, the engine speed increases at a slower rate than when the supercharging pressure is low, so increasing the engine speed reduces the power consumed as inertial energy, thus reducing the power consumption. It can suppress and improve fuel consumption.

  Further, according to the invention of claim 2, the higher the engine torque is more likely to be insufficient with respect to the acceleration request at the supercharging pressure when the acceleration request is made, the faster the engine speed increases. By increasing the supercharging pressure and engine torque quickly, it is possible to obtain a driving force or acceleration force that meets the acceleration request.

  According to the invention of claim 3, when there is a sudden acceleration request, the engine speed is increased based on the sudden acceleration request and then the engine speed is decreased. A part can be released to increase the engine torque. Therefore, for example, even if the power supplied to the motor for increasing the engine speed is not sufficient, it is possible to perform acceleration according to the request.

  Furthermore, according to the invention of claim 4, when the target acceleration to be increased based on the acceleration request increases to about the maximum value based on the acceleration request, the engine speed is decreased and the engine inertia torque is output. Therefore, a sufficient driving force according to the acceleration request can be obtained.

  In particular, according to the fifth aspect of the present invention, when the target engine torque is far away from the actual engine torque at the time of the request for rapid acceleration, the speed of decrease in the engine speed is increased. As a result, the engine torque or driving force can be obtained in response to the rapid acceleration request.

  According to the sixth aspect of the present invention, when the target acceleration approaches the maximum value based on the rapid acceleration request, the decrease in the engine speed is terminated, so that the engine output is prevented or suppressed from increasing unnecessarily. can do.

  According to the seventh aspect of the present invention, when the hybrid vehicle further includes a variable inertia moment type flywheel in addition to the turbocharger, the supercharging pressure is low and the acceleration request is determined by the depression speed of the accelerator pedal. If the acceleration request is slow, such as slow, the inertia moment of the flywheel is set to a small moment. Therefore, since the torque consumed to increase the rotational speed of the flywheel is reduced, it is possible to rapidly increase the engine rotational speed and obtain a driving force or acceleration force that meets the requirements.

  According to the invention of claim 8, when there is a sudden acceleration request, the engine speed is increased based on the acceleration request, and thereafter the inertia moment of the flywheel is decreased. The engine torque can be increased by releasing a part of the inertial energy. Therefore, for example, even if the power supplied to the motor for increasing the engine speed is not sufficient, it is possible to perform acceleration according to the request.

  Further, according to the invention of claim 9, when the target acceleration to be increased based on the acceleration request is increased to about the maximum value based on the acceleration request, the inertia moment is reduced and the inertia torque of the flywheel is output. Therefore, sufficient driving force according to the acceleration request can be obtained.

It is a flowchart for demonstrating an example of the control performed with the control apparatus which concerns on this invention. It is a diagram which shows notionally the relation between engine speed, engine torque, and supercharging pressure. It is a diagram which shows notionally the supercharging pressure for every engine speed according to the state of rotation of a turbocharger. It is a graph which shows the relationship of the increase speed of an engine speed with respect to the supercharging pressure or the degree of supercharging. It is a collinear diagram about the planetary gear mechanism constituting the power split mechanism. Changes in accelerator opening, driving force, engine speed, engine torque, boost pressure, engine power, battery power, and inertia power consumption when the control shown in FIG. It is a diagram which shows about the case where a number is raised rapidly, and the case where an engine speed is raised slowly because a supercharging pressure is high. It is a flowchart for demonstrating the other example of the control performed with the control apparatus of this invention. It is a diagram for demonstrating the acceleration state which performs control which reduces an engine speed. It is a diagram for demonstrating the timing which reduces an engine speed. It is a diagram for demonstrating the timing which complete | finishes reduction of an engine speed. It is a flowchart for demonstrating the further another example of the control performed with the control apparatus of this invention. It is a flowchart for demonstrating the further another example of the control performed with the control apparatus of this invention. FIG. 13 is a diagram showing changes in accelerator opening, acceleration, engine speed, moment of inertia, battery power, and inertia power consumption when the control shown in FIG. 12 is sold. It is a schematic diagram showing an example of a drive train and a control system of a hybrid vehicle to be controlled in the present invention. It is a figure which shows typically the control system about the engine.

  The vehicle targeted by the present invention is a hybrid vehicle including an internal combustion engine (engine) such as a gasoline engine or a diesel engine and a motor having a power generation function as a power source, and particularly includes a supercharger such as a turbocharger. This is a hybrid vehicle that uses an engine and a motor that controls the rotational speed of the engine as a power source. In addition, the hybrid vehicle targeted by the present invention can be provided with another motor that operates with the electric power obtained by the motor functioning as a generator and generates a driving force for traveling the vehicle. . FIG. 14 is a block diagram showing the drive system and control system of such a so-called two-motor type hybrid vehicle.

  In FIG. 14, an engine 1, a motor 2 having a power generation function, and an output member 3 are connected to a power split mechanism 4 having a differential function. As described above, the engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine, and includes a turbocharger 5 as a supercharger. The configuration for supercharging the engine 1 will be described. The turbocharger 5 includes a turbine 6 that is rotated by exhaust of the engine 1 and a compressor 7 that is integrally provided coaxially with the turbine 6. The turbine 6 is disposed in the exhaust line 8 of the engine 1, and the compressor 7 is disposed in the intake line 9 of the engine 1. The intake pipe 9 is a pipe for intake air from an air filter (not shown) to the intake port 10, and is upstream of the location where the compressor 7 is disposed (upstream in the flow direction of intake air). An air flow meter 11 is disposed in the front. The air flow meter 11 is configured to detect the amount of intake air and output the detected value as an electrical signal. In addition, the code | symbol 12 in FIG. 15 shows an intake valve. An intercooler 13 is provided in the intake pipe 9 between the compressor 7 and the intake port 10, that is, downstream of the compressor 7. The intercooler 13 is configured to increase the intake air amount as much as possible by increasing the density (specific gravity) of the intake air by reducing the temperature of the intake air by radiating heat from the intake air passing through the intercooler 13. A supercharging pressure sensor 14 is provided on the downstream side of the intercooler 13. That is, the supercharging pressure sensor 14 detects the supercharging pressure of the engine 1 and outputs the detected value as an electric signal.

  Further, a throttle valve 15, an intake manifold pressure sensor 16, and a fuel injection valve 17 are sequentially provided downstream from the supercharging pressure sensor 14. Each of the throttle valve 15 and the fuel injection valve 17 has a known configuration that operates by being electrically controlled, and the intake manifold pressure sensor 16 detects the intake pressure in the intake manifold and uses the detected value as an electrical signal. Is configured to output as

  An exhaust purification catalyst 19 is provided on the downstream side of the exhaust pipe 8 communicating with the exhaust port 18 of the engine 1 from the turbine 6 (downstream side in the flow direction of the exhaust gas), and on the inflow side of the exhaust purification catalyst 19. An air-fuel ratio sensor (A / F sensor) 20 is provided, and is configured to detect a ratio of air and fuel in the exhaust gas by the air-fuel ratio sensor 20 and output the detected value as an electric signal. Furthermore, a waste gate valve 21 is provided for opening and closing a pipe line that connects the upstream side and the downstream side of the turbine 6 in the exhaust pipe line 8 by bypassing the turbine 6, and electrically controls the waste gate valve 21. Thus, the amount of exhaust gas supplied to the turbine 6 is controlled. In addition, the code | symbol 22 in FIG. 15 shows an exhaust valve, and the code | symbol 23 shows a spark plug.

  The operation state of the engine 1, that is, the throttle opening degree, the ignition timing, the fuel injection amount, and the like are configured to be electrically controlled, and an electronic control unit (E / G-ECU) 24 is provided for that purpose. Yes. The electronic control unit 24 has the same configuration and functions as those conventionally known, and is mainly composed of a microcomputer, and is based on input data, prestored data and programs. The calculation is performed, and the calculation result is output as a control command signal. Examples of data (detection signals) input to the electronic control unit 24 include the detection signal of the air flow meter 11, the detection signal of the supercharging pressure sensor 14, the detection signal of the intake manifold pressure sensor 16, the air-fuel ratio sensor. The detection signal 20 and the detection signal of the crank angle sensor 25 are input to the electronic control unit 24. In addition, detection signals from various sensors such as an accelerator opening sensor, a vehicle speed sensor, and an engine coolant temperature sensor (not shown) are input to the electronic control unit 24. A control command signal from the electronic control unit 24 is output to the throttle valve 15, the fuel injection valve 17, the spark plug 23, the wastegate valve 21, and the like.

  The motor 2 connected to the power split mechanism 4 is configured so as to mainly apply a reaction force to the power split mechanism 4 by functioning as a generator. Therefore, in the following description, the motor 2 is referred to as “ This is referred to as “generator 2”. The power split mechanism 4 is a mechanism that performs a differential action by a total of three rotating elements, that is, an input element, an output element, and a reaction force element, and is configured by, for example, a planetary gear mechanism. The engine 1 is connected to the input element, the output member 3 is connected to the output element, or the output member 3 is an output element, and the generator 2 is connected to the reaction element.

  The generator 2 is driven by the power transmitted from the engine 1 via the power split mechanism 4 to generate power, thereby converting a part of the power output from the engine 1 into electric power. A motor 26 that converts the electric power again into mechanical power is connected to the output member 3 or connected to a member that rotates together with the output member 3. The motor 26 may be a motor having a power generation function in order to regenerate energy when the hybrid vehicle is decelerated. A permanent magnet type AC synchronous motor can be adopted as the generator 2 and the motor 26, and the generator 2 and the motor 26 are electrically connected to a controller 27 including an inverter and a battery. The controller 27 controls the rotational speed and power generation amount of the generator 2 or the rotational speed and torque of the motor 26. Further, the output member 3 is connected to a reduction gear 28 such as a differential, and is configured to transmit a driving force from the reduction gear 28 to the left and right drive wheels 29.

  An electronic control unit (HV-ECU) 30 that controls the engine 1, the generator 2, and the motor 26 is provided. The HV-ECU 30 is for controlling the engine 1, the generator 2 and the motor 26 in accordance with a traveling state such as an acceleration request and a vehicle speed. The HV-ECU 30 is composed mainly of a microcomputer, and receives input data and An operation is performed based on data and a program stored in advance, and the operation result is output as a control command signal. The HV-ECU 30 receives a detection signal from the accelerator opening sensor 31, a detection signal from the vehicle speed sensor 32, and the like. Based on a result calculated based on these input signals, the E / G- A control command signal is output to the ECU 24 and the controller 27 to control the engine 1, the generator 2 and the motor 26. An example of such control is control that causes the engine 1 to operate at a driving point with good fuel efficiency. In brief, the required driving force is obtained from a map prepared in advance based on the accelerator opening and the vehicle speed. Based on the required driving force and the vehicle speed, the required output of the engine 1 is obtained. Since the torque and speed (that is, the operating point) with good fuel efficiency are determined for each engine, a map that defines the operating point with good fuel efficiency is used to determine the engine speed at which the above required output can be output with optimal fuel efficiency. It is done. The rotational speeds of the input element, the output element, and the reaction element in the power split mechanism 4 constituted by the differential mechanism are the gear ratio (ring gear of the ring gear) if the power split mechanism 4 is a planetary gear mechanism. (The ratio between the number of teeth and the number of teeth of the sun gear), the rotation speed of the output element is determined according to the vehicle speed. By setting, the rotational speed with good fuel efficiency obtained from the above map is controlled. On the other hand, when the engine speed with respect to the required output is obtained as described above, the torque to be output at the rotational speed is calculated from the required output and the rotational speed, and the engine torque thus obtained is output. The throttle opening and the turbocharger 5 are controlled.

  The control device for a hybrid vehicle according to the present invention includes the HV-ECU 30 and the E / G-ECU 24 described above. When the engine speed is increased based on an acceleration request from the driver, such as an accelerator opening increase, The method of increasing the engine speed is changed in accordance with the state of supercharging by the turbocharger 5. More specifically, when the supercharging pressure of the engine 1 at the time of the acceleration request is high, the engine speed is increased later than when the supercharging pressure is low. An example of the control will be described with reference to FIG.

  The routine shown in the flowchart of FIG. 1 is repeatedly executed at short time intervals when the hybrid vehicle is running. First, the required output of the engine 1 is calculated (step S1). The calculation is normally performed in a hybrid vehicle or a vehicle equipped with a continuously variable transmission, and as described above, the required driving force is obtained from the map based on the accelerator opening and the vehicle speed. A required output of the engine 1 is obtained based on the driving force and the vehicle speed. Next, a target engine speed NEt and a target torque TEt for achieving the required output are obtained (step S2). The hybrid vehicle targeted by the present invention has a function capable of appropriately setting the engine speed, that is, a function similar to the function by the continuously variable transmission, and by using this function, the operating point of the engine 1 is set to the fuel efficiency. Therefore, the target engine speed NEt and the target torque TEt can be obtained based on the target output and a map prepared in advance.

  Subsequent to the above control or in parallel with the above control, the supercharging pressure is detected (step S3). Specifically, the detection value by the supercharging pressure sensor 14 described above is read. Based on the detected supercharging pressure, a torque that can be output instantaneously by the engine 1 is obtained (step S4). If the boost pressure is high, the intake air amount when the throttle valve 15 is opened increases. On the contrary, if the boost pressure is low, the intake air amount is the same even if the throttle valve 15 is opened. , Less than when the boost pressure is high. In the case of a gasoline engine, the output torque is a torque corresponding to the amount of intake air, so the engine torque that can be output instantaneously is a torque corresponding to the boost pressure. Since the torque can be measured in advance using an actual machine or can be obtained by simulation or the like, in step S4, the map for the engine torque thus obtained is detected. Based on the supercharging pressure, the torque that the engine 1 can output instantaneously can be obtained.

  FIG. 2 schematically shows an example of the map used in step S4. The relationship between the supercharging pressure and the engine torque shown in FIG. 2 is a relationship in a so-called static state in which the supercharging pressure is substantially constant. Further, as schematically shown in FIG. 3, the supercharging pressure becomes high when the degree of supercharging is large due to the rotation of the turbocharger (turbo) 5, and on the contrary, the turbocharger (turbo). It becomes low when the degree of supercharging is small due to the fact that 5 is stopped. Furthermore, although not specifically shown, depending on the engine, the supercharging state may be different even at the same supercharging pressure, depending on the throttle opening, the ratio of exhaust gas recirculation (EGR), and the like. Therefore, it is preferable to correct the engine torque that can be output instantaneously in accordance with the operating state of the turbocharger 5, the throttle opening, or the EGR ratio.

  Further, the supercharging pressure corresponding to the operating state of the engine 1 or the torque that can be output instantaneously will be described in detail. In the case of a gasoline engine that is operating at the stoichiometric air-fuel ratio, the turbocharger 5 has a high rotation speed, and thus the excessive pressure is increased. In a state where the supply pressure is high, the intake air amount is adjusted by the throttle valve 15 and engine torque corresponding to the throttle opening is output. Therefore, in such an operating state, the engine torque that can be output instantaneously is torque that can be output by opening the throttle valve 15, in other words, torque according to the throttle opening. However, when the throttle valve 15 is opened, air flows down to the intake port 10 side, so that the supercharging pressure decreases. The degree of the decrease depends on the amount of change in the throttle opening. That is, if the throttle opening is reduced just before opening the throttle valve 15 to reduce the engine torque, and the throttle valve 15 is greatly opened from this state, the amount of air that suddenly flows down to the intake port 10 side is large. Therefore, the degree of decrease in the supercharging pressure is large, so that the engine torque that can be output instantaneously becomes small. In contrast, when the throttle opening just before opening the throttle valve 15 is large to some extent and supercharging is performed in this state, even if the throttle valve 15 is opened, the degree of change in the throttle opening, And since the amount of change in the air that suddenly flows down to the intake port 10 side is reduced, the decrease in the supercharging pressure is small, and as a result, the engine torque that can be output instantaneously becomes large.

  Further, when so-called lean combustion is performed with the air-fuel ratio larger than the stoichiometric air-fuel ratio, the engine torque is increased by increasing the fuel injection amount in a state where the supercharging pressure is high due to the high rotation speed of the turbocharger 5. Is increasing. This applies not only to gasoline engines but also to diesel engines. In this case, the engine torque that can be output instantaneously is a torque corresponding to the fuel injection amount. Therefore, even if the fuel injection amount is increased to increase the engine torque, the intake air amount does not change, so the supercharging pressure does not change before and after the change of the fuel injection amount. Therefore, when the lean combustion is performed, the engine torque based on the relationship between the supercharging pressure and the engine torque shown in FIG. 2 described above can be output.

  Further, when EGR is being performed, the engine torque that can be output instantaneously decreases as the EGR ratio increases, and conversely, if the EGR ratio is small, the engine torque that can be output instantaneously increases. Therefore, when performing EGR, it is preferable to correct the engine torque that can be output instantaneously according to the ratio of the EGR.

  In step S <b> 4, engine torque that can be output instantaneously according to each operation state of the engine 1 is calculated. On the basis of the deviation between the engine torque that can be output instantaneously calculated in this way and the target engine torque obtained in the above step S3, the increasing speed of the engine speed is determined (step S5). As described above, when the supercharging pressure is low, the torque that can be output instantaneously becomes small. Therefore, the engine torque that can be output instantaneously with respect to the target engine torque is small, and the deviation is large. On the other hand, when the supercharging pressure is high, the engine torque that can be output instantaneously increases, so that the deviation between the target engine torque and the engine torque that can be output instantaneously decreases. Accordingly, in step S5, when the torque deviation is large, i.e., when the supercharging pressure is low, the engine speed is increased at a high speed, and when the deviation is small, i.e., when the supercharging pressure is high, The engine speed increases at a slower rate than when the boost pressure is low. This is shown in FIG.

  In the hybrid vehicle shown in FIG. 14 that is the subject of the present invention, the rotational speed of the engine 1 can be changed by the generator 2. A collinear diagram of the planetary gear mechanism constituting the power split mechanism 4 to which the generator 2 and the engine 1 are connected is shown in FIG. 5, and the planetary gear mechanism is a single pinion type planetary gear mechanism. In this case, the engine 1 is connected to the carrier C, the generator 2 is connected to the sun gear S, and the ring gear R is connected to the output member 3. Therefore, when electric power is supplied to the generator 2 to function as a motor and its rotational speed is increased, the rotational speed of the carrier C, that is, the rotational speed of the engine 1 connected thereto increases.

  In the control device according to the present invention, when the acceleration request is made and the supercharging pressure is low and it is difficult to achieve the target engine torque, the rotational speed of the engine 1 is rapidly increased by the generator 2. Therefore, the amount of exhaust from the engine 1 increases, and supercharging by the turbocharger 5 is promoted. As a result, since the output of the engine 1 increases rapidly, the torque required by the acceleration operation such as depression of the accelerator pedal can be achieved without causing any particular delay. Further, when the boost pressure is high when acceleration is requested, the engine speed is increased relatively slowly. That is, in this case, since the output of the engine 1 is large due to supercharging, there is no need to increase the engine speed and to promote supercharging associated therewith. Therefore, it is possible to prevent or suppress the engine torque from increasing excessively by slowing the engine speed increase rate as compared with the case where the supercharging pressure is low.

  Changes in driving force, engine speed, engine torque, supercharging pressure, engine power, battery power, and inertia power consumption when the above control is performed are shown in FIGS. 6 (a) and 6 (b). FIG. 6 (a) shows an example in which the engine speed is increased rapidly due to the low supercharging pressure. When the accelerator opening increases, that is, when there is an acceleration request, the target value of the driving force becomes the accelerator. It increases according to the opening, and the actual driving force increases so as to follow the target value with a slight delay. The broken line is an example in the case where sufficient driving force cannot be generated. The driving force increases as the throttle opening increases, but the supercharging pressure is low and sufficient engine torque cannot be obtained. The driving force becomes smaller than the target value, and a delay occurs in the driving force.

  In the control device according to the present invention, as described above, the rotational speed of the engine 1 is quickly increased by the generator 2. Therefore, the supercharging pressure is smoothly increased to compensate for the low supercharging pressure at the time when the acceleration request is made, and the engine torque and the engine power are increased smoothly and without any particular delay.

  On the other hand, since the engine speed is rapidly increased by the generator 2, the battery power is output rapidly. However, since the supercharging pressure increases rapidly and the engine torque increases rapidly, the battery power consumption is increased. Drops immediately. Therefore, the battery power consumed until the target driving force is obtained is reduced as compared with the case where the engine speed is slowly increased. Further, since the engine speed is rapidly increased, the power consumed as inertia is increased as compared with the case where the engine speed is slowly increased. The broken lines of the engine speed, engine torque, supercharging pressure, engine power, battery power, and inertia power consumption in FIG. 6A indicate changes when the engine speed is slowly increased.

  FIG. 6B shows an example in which the increase speed of the engine speed is slowed down due to a high supercharging pressure. When the accelerator opening increases, that is, when there is an acceleration request, the target driving force is shown. The value increases according to the accelerator opening, and the actual driving force increases so as to follow the target value with a slight delay. In the control device according to the present invention, as described above, the rotational speed of the engine 1 is increased by the generator 2, but when the supercharging pressure is high, changes in the torque and the rotational speed of the generator 2 are caused slowly. , Slow down the engine speed. A broken line with respect to the engine speed in FIG. 6B shows a change when the engine speed is rapidly increased as described above.

  Since the supercharging pressure is already high immediately before the acceleration request, it increases almost in line with the increase in the accelerator opening, and the engine power also increases. On the other hand, the engine torque increases rapidly as the throttle opening and the fuel injection amount increase, and the engine speed becomes relatively low by causing the engine speed to increase with a delay. The engine torque increases accordingly. Further, the battery power consumed by the generator 2 that increases the engine speed is reduced because the speed of increase of the engine speed is slow, and similarly, the power consumed as inertia is also reduced. The broken line about the engine speed, the engine torque, the supercharging pressure, the engine power, the battery power, and the inertia power consumption in (b) of FIG. 6 shows the change when the increasing speed of the engine speed is increased.

  Thus, according to the control device according to the present invention, when the supercharging pressure when the acceleration request is made is low, the engine speed is rapidly increased by the generator 2, so the engine torque is The drivability can be improved by increasing the target torque according to the acceleration request to eliminate or suppress the delay in acceleration. Further, when the boost pressure at the time of the acceleration request is high, the increase speed of the engine speed by the generator 2 is slowed down, so that the engine torque can be increased according to the target torque according to the acceleration request. it can. Therefore, it is possible to suppress battery power consumption and improve fuel efficiency without impairing acceleration performance, and to improve both drivability and fuel efficiency.

  The control examples shown in FIGS. 1 to 6 described above are examples where the battery charge capacity (SOC: State Of Charge) is sufficient and the engine speed can be sufficiently increased. However, when the charge capacity of the battery is reduced depending on the situation of the hybrid vehicle and there is a large acceleration request, the generator 2 is caused to function as a motor using power near the upper limit of the power that can be output by the battery. The engine speed may be increased. In such a case, control is performed so as to increase the torque output from the engine 1 by reducing the engine speed. An example of the control is shown in the flowchart of FIG. 7, and the routine shown here is repeatedly executed at predetermined short time intervals when the hybrid vehicle is running. Also in the control example shown in FIG. 7, as in the control example shown in FIG. 1, the required output of the engine 1 is first calculated (step S11). The calculation is as described in the control example shown in FIG. Subsequent to step S11 or in parallel with the control of step S11, the supercharging pressure is detected (step S12). This supercharging pressure can be detected in the same manner as the supercharging pressure detection in step S3 in the control example shown in FIG.

  Next, it is determined whether or not the acceleration request is large, that is, whether or not there is a rapid acceleration request (step S13). This determination can be made, for example, based on whether or not the change amount or change rate of the accelerator opening is equal to or greater than a predetermined threshold value. In step S13, even if the engine speed is increased by the generator 2 to increase the engine torque, there is a limit to the electric power that causes the generator 2 to function as a motor, and the engine torque is reduced to the target value. It is for determining whether it is difficult to increase or whether it is necessary to output electric power close to the limit from the battery. Therefore, the threshold value for determining rapid acceleration can be determined based on the amount of electric power that can be output from the battery, and the threshold value may be a constant value or varies depending on the SOC of the battery. It may be a variable.

  If the acceleration request is not particularly large and a negative determination is made in step S13, the engine speed increase rate is determined (step S14), and the routine of FIG. 7 is temporarily terminated. The control in step S14 is the same as that in step S5 in the control example of FIG. 1 described above. Therefore, although not shown in FIG. 7, the target engine torque can be calculated and the engine torque that can be output instantaneously. By calculating and calculating a deviation between the target engine torque and the instantaneously output engine torque, the engine speed increase speed can be determined in the same manner as in the control example shown in FIG. That is, the lower the supercharging pressure when the acceleration is requested, the faster the engine speed increases.

  On the other hand, if the determination in step S13 is affirmative, that is, if the acceleration request is large or if there is a sudden acceleration request, the engine speed increase pattern is determined (step S15). Here, the engine speed increase pattern is a form of change in the engine speed that is decreased after increasing the engine speed, and is determined by the timing of the decrease in the engine speed and the amount or speed of decrease. This is a form of change in the rotational speed. When the engine output is increased by an acceleration request, if the rotational speed is decreased, the torque due to the increased engine output increases in accordance with the decrease in the rotational speed. Moreover, if the engine speed once raised is reduced, the inertial force of the engine 1 is output as torque. That is, since the torque output from the engine 1 increases, the engine speed is decreased in order to use the engine torque as torque for achieving the drive torque corresponding to the acceleration request.

  More specifically, the amount of increase in engine torque and the timing of increase caused by lowering the engine speed vary depending on the vehicle speed, required engine output, actual engine output, boost pressure, etc. The reduction speed is determined in advance according to the vehicle speed, the required engine output, the actual engine output, the supercharging pressure, etc., and is prepared in the form of a map or the like. The map is used to determine the engine speed reduction speed and speed when the acceleration power and acceleration timing when the acceleration operation is performed using an actual hybrid vehicle, for example, is the design-defined acceleration power and acceleration timing. This is obtained by mapping as a value corresponding to the vehicle speed, requested engine output, actual engine output, supercharging pressure, and the like. FIG. 8 schematically shows an example of the map. When the acceleration is requested and the supercharging state is low and the driver demands acceleration, the engine speed is decreased. To be implemented.

  Moreover, the start timing of the reduction of the engine speed is set to a timing according to the acceleration of the vehicle. Since the target acceleration of the vehicle is determined based on the degree of acceleration request such as the accelerator opening, the required driving force obtained from the vehicle speed, the vehicle body weight, and the like, it increases as the acceleration request increases and decreases as the vehicle speed increases. Further, the timing for increasing the acceleration becomes faster as the degree of the acceleration request by the driver is larger. FIG. 9 schematically shows a change in the target acceleration when there is an acceleration request. When the engine speed is reduced, the inertia torque of the engine 1 is output, and if the engine power is the same, the engine torque increases due to the decrease in the engine speed. Since the engine torque that increases in this way appears as the acceleration of the hybrid vehicle, the timing for starting the reduction of the engine speed is the time when the target acceleration based on the driver's acceleration request is at or near the maximum (t0 in FIG. 9). Time). More specifically, the engine speed is decreased when the target acceleration obtained based on the request for sudden acceleration is equal to or less than a predetermined value that is equal to or less than a predetermined target acceleration based on the request for sudden acceleration. Let The predetermined value can be determined in advance by design through experiments or simulations using an actual vehicle.

  On the other hand, the end timing of the reduction in the engine speed is determined based on the intake air amount, the fuel injection amount, or the actual engine torque obtained by a torque sensor or the like. Specifically, when the actual engine torque matches or approaches the maximum torque determined based on the acceleration operation amount such as the accelerator opening, in other words, the difference between the actual engine torque and the maximum value of the target engine torque is The time when the value falls below a predetermined value. The value can be determined in advance through design or simulation using an actual vehicle. This is because even if the engine speed is further reduced, the engine torque does not increase any more, and the engine power increases unnecessarily.

  Further, the speed at which the engine speed is reduced will be described. The larger the deviation between the target output determined based on the acceleration request and the actual engine output at that time, the higher the engine speed reduction speed. By doing so, it is possible to output a larger torque or power to the inertial force. FIG. 10 schematically shows a state where the engine speed is lowered.

  In step S15, as described above, a decrease pattern after the engine speed increases, and an engine speed increase pattern including the timing are determined. Thereafter, the engine speed increase rate is determined (step S16). This is performed in the same manner as the determination of the ascending speed in step S14 described above or step S5 in the control example shown in FIG.

  In the control example shown in FIG. 7, when the engine speed is increased in order to increase the engine torque in response to an acceleration request, the generator 2 operates sufficiently as a motor due to circumstances such as a decrease in the SOC of the battery. In the case where it cannot be made, the inertial force of the engine 1 can be output as the engine torque. Accordingly, as in the case of performing the control shown in FIG. 1 described above, the battery power is reduced in addition to the ability to suppress the consumption of the battery power and improve the fuel consumption without impairing the acceleration performance. Even in such a case, the acceleration according to the acceleration request can be performed.

  The present invention can be applied to a control device for a hybrid vehicle that includes a variable moment of inertia flywheel that rotates together with the engine 1. The variable moment of inertia type flywheel is a flywheel that can change the moment of inertia by changing the mass of the inertial mass body and its rotation radius, and an example thereof is described in Patent Document 2 described above. In a hybrid vehicle in which this type of variable moment of inertia type flywheel 33 is connected to the engine 1 as shown by a chain line in FIG. 14, for example, when the engine speed is increased, the inertia moment of the flywheel 33 is increased. The speed of change of the engine speed and the energy consumption differ depending on. Therefore, the control device according to the present invention is configured to execute the control described below when a hybrid vehicle including the flywheel 33 is targeted.

  FIG. 11 is a flowchart for explaining the control example. First, the required output of the engine 1 is calculated (step S21), and the supercharging pressure is detected (step S22). The calculation of the required output in step S21 can be performed by the same calculation as the calculation in step S1 in the control example in FIG. 1 or in step S11 in the control example in FIG. The control in step S22 can be performed in the same manner as the detection in step S3 in the control example of FIG. 1 or in step S12 in the control example of FIG.

  Further, it is determined whether or not the supercharging pressure at that time is low (step S23). This can be done by comparing the detection value of the supercharging pressure sensor 14 described above with a predetermined threshold value. The threshold value is used to determine whether or not the supercharging pressure is low enough to affect the change in the engine speed unless the moment of inertia of the flywheel 33 is changed. It can be determined in advance. Further, the value may be a constant value, or may be a value that changes according to the state of the vehicle such as the degree of acceleration request or the vehicle speed.

  If the boost pressure is lower than the threshold value and the determination in step S23 is affirmative, the engine speed increase speed is set to a high speed (step S24). On the other hand, if the boost pressure is equal to or greater than the threshold value and a negative determination is made in step S23, the increasing speed of the engine speed is set to a slow speed (step S25). Such an increasing speed of the engine speed is set as described in the control example shown in FIG. When the supercharging pressure is low, the engine speed increases at a high speed and the inertia moment of the flywheel 33 is reduced (step S26). That is, the number of mass bodies rotating with the engine 1 is reduced, or the rotation radius is shortened. On the other hand, when the supercharging pressure is high, the increasing speed of the engine speed is set to a slow speed, and the inertia moment of the flywheel 33 is set to a normal value (step S27). That is, the number of mass bodies and the radius of rotation that rotate with the engine 1 are set to the number and length that are normally used.

  Here, the inertia moment of the flywheel 33 will be described. When the engine speed is low, the inertia moment of the flywheel 33 is set to a large value as a normal state, and conversely, the engine speed is high. In the case of the rotational speed, the inertia moment of the flywheel 33 is set to a small value as a normal state. In step S26 and step S27 described above, a correction value for correcting this is obtained using the normal moment of inertia set based on the engine speed as a base value. Specifically, in step S26, a correction amount that increases the amount by which the moment of inertia is increased, that is, a large negative correction amount, is set due to the rapid increase in the engine speed. On the other hand, in step S27, a correction amount that decreases the amount of reduction of the moment of inertia, that is, a negative negative correction amount is set due to the slow increase in the engine speed.

  Therefore, according to the control device according to the present invention configured to execute the control shown in FIG. 11, when the engine speed is increased by the acceleration request, the generator 2 described above causes the supercharging pressure to be low. When the engine speed is increased, the resistance by the flywheel 33 is reduced, so that the engine speed can be quickly increased to output the desired engine torque, and the power consumed in that case can be reduced. it can.

  The flywheel can store inertial energy by the rotation of the inertial mass body, so changing the rotation speed and moment of inertia (ie, inertial energy) can change the torque of the member that rotates with the flywheel. Can do. This is the same as reducing the engine speed in the control example shown in FIG. That is, if the inertial energy of the variable inertial mass flywheel 33 is decreased near the end of acceleration in the process of increasing the engine speed, an inertia torque corresponding to the decrease in inertial energy is output. Apparently, the engine torque increases. If the flywheel 33 that rotates together with the engine 1 is controlled in the same manner as the engine speed reduction control described with reference to FIG. 7, the acceleration from the battery is limited. Even when the generator 2 cannot be operated sufficiently with respect to the request, it is possible to perform acceleration in accordance with the acceleration request. FIG. 12 is a flow chart for explaining the control example. Similar to the control example shown in FIG. 7 described above, the required output of the engine 1 is calculated (step S31), and the supercharging pressure at that time is calculated. It is detected (step S32).

  Next, it is determined whether or not the supercharging pressure is low (step S33). This is a determination step similar to step S23 in the control example shown in FIG. If the determination in step S33 is affirmative due to the low supercharging pressure, the speed of increase in engine speed is set to a high speed (step S34), while the supercharging pressure is high in step S33. If the determination is negative in step S35, the engine speed increase speed is set to a low speed (step S35). The control in step S34 is the same as the control in step S24 in the control shown in FIG. 11, and step S35 is the same as the control in step S25 in the control shown in FIG.

  When the increase speed of the engine speed is set to a high speed because the supercharging pressure is low, it is determined whether or not the acceleration request is large, that is, whether or not it is sudden acceleration (step S36). This step S36 is a determination step similar to step S13 in the control example of FIG. 7 described above, and the threshold for the determination requires an acceleration force that requires the inertia energy of the flywheel 33. It is determined in advance to determine whether or not.

  If the determination in step S36 is affirmative, the moment of inertia of the flywheel 33 is a normal value (a value set when the engine is not suddenly accelerated or when the boost pressure is high) at the beginning of the increase in the engine speed or A value larger than that is set, and the moment of inertia is reduced when the acceleration approaches the maximum value of the target value (step S37). The timing of lowering the moment of inertia may be the same as the timing of lowering the engine speed by the control shown in FIG. That is, the moment of inertia is reduced when the difference between the target acceleration obtained based on the sudden acceleration request and the maximum value of the target acceleration based on the sudden acceleration request is equal to or less than a predetermined value. The predetermined value can be determined in advance by design through experiments or simulations using an actual vehicle.

  Further, the inertia torque output from the flywheel 33 by reducing the inertia moment increases as the amount of decrease in the inertia moment increases. Accordingly, the correction amount for reducing the moment of inertia is increased as the difference between the required output of the engine 1 and the actual output is larger. The actual value can be determined by experiments or simulations using actual machines.

  Therefore, by performing the control in step S37, the inertia energy possessed by the flywheel 33 can be used to increase the engine torque. As a result, it is possible to perform acceleration in accordance with the acceleration request even when the battery power is low. FIG. 13 schematically shows changes in the accelerator opening, acceleration, engine speed, moment of inertia, battery power, and inertia power consumption when there is an acceleration request in a state where the supercharging pressure is low and the control in step S37 is performed. FIG. When the accelerator opening increases (that is, when there is an acceleration request), a target value of acceleration is set, and the above-described generator 2 is driven as a motor by electric power from the battery, and the engine speed increases. . In that case, the inertia moment of the flywheel 33 is maintained at a large value as before, and thus the inertia consumption power is increased. In this way, the moment of inertia is reduced in the process of increasing the engine speed. As a result, the inertial energy stored in the flywheel 33 is released, the acceleration increases accordingly, and the deviation from the target acceleration decreases. That is, the acceleration force intended by the driver can be obtained. In this case, the inertia power consumption is reduced. In FIG. 13, changes in acceleration and inertia power consumption when the moment of inertia is gradually decreased in accordance with the increase in the engine speed are indicated by broken lines. In this case, even if the moment of inertia is gradually reduced, a part of the power output from the engine 1 is consumed as the inertia energy of the flywheel, so that the acceleration greatly falls below the target value, and the driver intends. There is a possibility that acceleration cannot be performed, or a feeling of acceleration may be insufficient.

  Note that if the acceleration request is not particularly large and the determination is negative in step S36, the inertia moment of the flywheel 33 is reduced (step S38). This is the same control as step S26 in the control example shown in FIG. On the other hand, if a negative determination is made in step S33 due to the high supercharging pressure, the inertia moment of the flywheel 33 is set to a normal value (step S39). That is, the number of mass bodies and the radius of rotation that rotate with the engine 1 are set to the number and length that are normally used. This is the same control as step S27 in the control example shown in FIG.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The HV-ECU 30 described above and the functional means for executing the above-described step S3 or step S12, step S22, and step S32 are provided in the present invention. It corresponds to “detection means”. Further, the above-described HV-ECU 30 and the above-described functional means for executing Step S5 or Step S14 and Step S16 correspond to the “rotational speed control means” in the present invention. Furthermore, the above-described HV-ECU 30 and the functional means for executing the above-described step S26 or step S27, step S37, step S38, and step S39 correspond to the “moment of inertia control means” in the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Generator (motor), 3 ... Output member, 4 ... Power split mechanism, 5 ... Turbocharger, 14 ... Supercharging pressure sensor, 15 ... Throttle valve, 24 ... Electronic control unit (E / G- ECU), 27, controller, 30, electronic control unit (HV-ECU), 31, accelerator opening sensor, 32, vehicle speed sensor, 33, variable moment of inertia flywheel.

Claims (9)

In a hybrid vehicle control device comprising an engine equipped with a turbocharger and a motor that changes the rotational speed of the engine, and configured to increase the rotational speed of the engine when there is an acceleration request,
Detecting means for detecting a supercharging pressure by the turbocharger when the acceleration request is made;
Rotation speeding up the engine speed based on the acceleration request when the boost pressure detected by the detection means is low compared to when the boost pressure detected by the detection means is high A hybrid vehicle control device comprising a number control means.   When the difference between the engine torque that can be output instantaneously based on the supercharging pressure and the target engine torque that is determined based on the acceleration request is large, the rotational speed control means is more effective than when the difference is small. 2. The control apparatus for a hybrid vehicle according to claim 1, further comprising means for increasing the speed of increase in the rotational speed. When the acceleration request is a request for rapid acceleration, the motor is configured to increase the engine speed by the motor,
The engine speed control means is configured to decrease the engine speed after increasing the engine speed when the engine speed is increased by the motor because rapid acceleration is required. The hybrid vehicle control device according to claim 1 or 2.   The rotational speed control means reduces the engine rotational speed when a difference between a target acceleration obtained based on the sudden acceleration request and a maximum value based on the sudden acceleration request is a predetermined value or less. The hybrid vehicle control device according to claim 3, further comprising means.   The rotational speed control means is a means for increasing the rate of decrease in the engine rotational speed as the difference between the target engine output obtained based on the sudden acceleration request and the actual engine output when the sudden acceleration is requested is large. The hybrid vehicle control device according to claim 3, wherein the control device is a hybrid vehicle control device.   The rotational speed control means is a means for ending the decrease in the engine rotational speed when the difference between the engine torque and the maximum value of the target engine torque obtained based on the sudden acceleration request is equal to or less than a predetermined value. The hybrid vehicle control device according to claim 3, wherein the control device is a hybrid vehicle control device. A variable moment of inertia flywheel that rotates with the engine;
2. An inertia moment control means for reducing the inertia moment of the variable inertia moment type flywheel when the supercharging pressure at the time of acceleration request is lower than a predetermined pressure, further comprising: The hybrid vehicle control device according to claim 6.   The inertia moment control means is configured to increase the engine rotational speed when the supercharging pressure when the engine rotational speed is increased by the motor in response to the acceleration request is lower than a predetermined value. 8. The control apparatus for a hybrid vehicle according to claim 7, further comprising means for reducing the moment of inertia of the moment of inertia type flywheel more than when the supercharging pressure is equal to or greater than the predetermined value.   The inertia moment control means is configured to reduce the inertia moment when a difference between a target acceleration obtained based on the sudden acceleration request and a maximum value of the target acceleration based on the sudden acceleration request is equal to or less than a predetermined value. The hybrid vehicle control device according to claim 8, further comprising a lowering unit.

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