JP2014156221A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent air intake noise while an engine 10 is operated from providing an occupant of a hybrid vehicle 1 with a sense of discomfort.SOLUTION: When remaining capacity of a battery 30 falls not more than a predetermined capacity while an engine 10 is stopped or a drive request output of a drive motor is not less than a predetermined set value, a hybrid vehicle control device allows a generator 20 to generate power through operation of the engine 10. When a vehicle speed detected by vehicle speed detection means (a vehicle speed sensor 103) is not more than a first predetermined speed and an accelerator opening degree detected by accelerator opening degree detection means (an accelerator opening degree sensor 102) is not more than a predetermined value while the engine 10 is operated, the hybrid vehicle control device controls an opening degree of a throttle valve 16 installed on an air intake passage 14 of the engine 10 to be lower than a predetermined opening degree.

Description

  The present invention belongs to a technical field related to a control device for a so-called series hybrid vehicle.

  Conventionally, in a hybrid vehicle, an engine, a generator that is driven by the engine to generate electric power, a battery that stores electric power generated by the generator, and at least one of electric power stored in the battery and electric power generated by the generator There is known a motor equipped with a traveling motor driven by a motor.

  Conventionally, in the hybrid vehicle as described above, the engine speed is controlled based on the vehicle speed and the accelerator operation amount (accelerator opening) by the vehicle driver, thereby improving fuel efficiency and depressing the accelerator pedal. There is one in which drivability is improved by generating an engine sound according to the state (for example, see Patent Document 1). Also, in Patent Document 1, when the remaining capacity (SOC) of the battery is small and the driving force is required by depressing the accelerator pedal, the engine is started to generate power, and the amount that the accelerator pedal is depressed It is disclosed that the engine speed increases.

JP 2012-144138 A

  Similarly to Patent Document 1, in the hybrid vehicle, when the remaining capacity (SOC) of the battery becomes smaller than a predetermined capacity while the engine is stopped, the engine is started to generate power, and the generator It is preferable to store the generated electric power in the battery or supply it to the driving motor so as to recover the remaining capacity of the battery or to respond to the acceleration request from the driver of the vehicle.

  In this case, during operation of the engine, regardless of the operating state of the engine, by increasing the opening degree of the throttle valve provided in the intake passage of the engine as much as possible, the engine can be operated as efficiently as possible to improve fuel efficiency. It is possible to make it.

  However, when the opening of the throttle valve is large, the intake noise due to the pulsation of the intake air sucked into the cylinder of the engine increases. When the accelerator opening is large and the engine speed is increased, or when the vehicle is traveling at high speed, the engine rotation sound and road noise sound are higher than the intake sound, and the intake sound cannot be heard. However, when the accelerator opening is small, the engine speed is low, and the vehicle is running at a low speed, the intake noise becomes more prominent than the engine rotation noise or road noise noise. Will be given.

  The present invention has been made in view of such a point, and an object thereof is to prevent an occupant of a hybrid vehicle from being uncomfortable due to an intake sound during operation of an engine.

  In order to achieve the above object, in the present invention, an engine, a generator that is driven by the engine to generate electric power, a battery that stores electric power generated by the generator, electric power stored in the battery, and electric power generated by the generator For a hybrid vehicle control device including a travel motor driven by at least one of the electric powers, battery remaining capacity detection means for detecting the remaining capacity of the battery, and vehicle speed detection for detecting the vehicle speed of the vehicle Means for detecting an accelerator opening by an operation of a driver of the vehicle; and a control means for controlling the operation of the generator and the engine, wherein the remaining battery capacity is detected while the engine is stopped. When the remaining capacity of the battery detected by the means falls below a predetermined capacity; When the drive request output of the traveling motor becomes equal to or higher than a preset set value, the generator is caused to generate electricity by operating the engine, and the generated power by the generator is stored in the battery, or Control means configured to supply the driving motor, wherein the control means has a vehicle speed detected by the vehicle speed detection means during operation of the engine being equal to or lower than a first predetermined speed and When the accelerator opening detected by the accelerator opening detecting means is less than or equal to a predetermined value, the opening of the throttle valve provided in the intake passage of the engine is controlled to an opening smaller than the predetermined opening. It was configured as being.

  With the above configuration, when the vehicle speed detected by the vehicle speed detecting means is equal to or lower than the first predetermined speed and the accelerator opening detected by the accelerator opening detecting means is equal to or lower than the predetermined value, the throttle valve opening is predetermined open. Since the opening is controlled to be smaller than the degree, the intake noise is suppressed. As a result, even if the engine rotation sound and road noise are low, the intake sound does not stand out. On the other hand, when the vehicle speed is larger than the first predetermined speed or the accelerator opening is larger than the predetermined value, the intake sound becomes less conspicuous with respect to the engine rotation sound and road noise sound, and the throttle valve opens. Even if the degree is high, it is difficult to hear the intake sound. Therefore, it is possible to prevent the passengers of the vehicle from feeling uncomfortable due to the intake sound during operation of the engine.

  In the hybrid vehicle control device, the control means is configured to previously set the throttle valve opening in each of the plurality of operation regions divided by the vehicle speed and the accelerator opening for each operation region. The plurality of operation areas include a first operation area in which the vehicle speed is equal to or less than a first predetermined speed and the accelerator opening is equal to or less than a predetermined value. It is preferable that the set opening degree of the first operation region is set to the smallest value among the set opening amounts of the plurality of operation regions.

  As a result, the intake sound can be appropriately suppressed according to the magnitude of the engine rotation sound and road noise sound.

  The plurality of operation areas include a second operation area in which the vehicle speed is greater than a second predetermined speed, which is a speed greater than the first predetermined speed, and the accelerator opening is equal to or less than the predetermined value; A third operating range that is greater than a third predetermined speed, which is a speed greater than a second predetermined speed, and wherein the accelerator opening is greater than the predetermined value. It is preferable that the degree is set to the largest value among the set opening degrees of the plurality of operation regions.

  As a result, in the second and third operation regions, it is possible to secure the intake air amount and operate the engine with high efficiency. On the other hand, in the second and third driving regions, the intake sound is loud, but the engine rotation sound and road noise sound are higher than the intake sound, so the intake sound cannot be heard by the passengers including the driver.

  The plurality of driving regions include a fourth driving region in which the vehicle speed is greater than the first predetermined speed and not more than the second predetermined speed and the accelerator opening is not more than the predetermined value, and the vehicle speed is the first speed. A fifth operating region in which the accelerator opening is greater than the predetermined value, and the vehicle speed is greater than the second predetermined speed and less than or equal to the third predetermined speed, and the accelerator opening is A sixth operation region that is larger than the predetermined value, and the set opening degrees of the fourth to sixth operation regions are the set opening amounts of the first operation region and the second and third operation regions. It is preferable that it is set to a value between the set opening degrees.

  By doing so, it is possible to prevent a sudden change in the intake air amount when shifting from the first operation region to the second or third operation region.

  In the hybrid vehicle control device, the control means includes a plurality of driving regions divided by the vehicle speed and the accelerator opening separately from the plurality of driving regions in which the set opening degrees are set. The combustion air-fuel ratio of the engine is controlled to a preset air-fuel ratio set in advance for each operating region, and the first operating region has the set air-fuel ratio set to each of the above-described air-fuel ratios. It is preferable that the air-fuel ratio is included in an operation region set to the leanest air-fuel ratio among the set air-fuel ratios of a plurality of operation regions.

  Thus, in the first operating region, fuel consumption and emission can be improved while suppressing intake noise.

  As described above, according to the hybrid vehicle control device of the present invention, during operation of the engine, the vehicle speed detected by the vehicle speed detecting means is equal to or lower than the first predetermined speed and the accelerator detected by the accelerator opening detecting means. When the opening is below a predetermined value, the opening of the throttle valve provided in the intake passage of the engine is controlled to an opening smaller than the predetermined opening, so that the intake noise during engine operation can be reduced. It is possible to prevent the passengers of the vehicle from feeling uncomfortable.

It is a schematic block diagram which shows the hybrid vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the engine and control system of the hybrid vehicle shown in FIG. It is a figure which shows the 1st control map for controlling the opening degree of a throttle valve. It is a figure which shows the 2nd control map for controlling a combustion air fuel ratio. When the excess air ratio λ = 2.3 and the throttle valve opening Ta = 60%, λ = 2.1 and Ta = 60%, and λ = 2.3 and Ta = 20%. It is a graph which shows the relationship between an engine speed in a case, and the electric power generated by the motor generator by being driven by the engine. It is a flowchart which shows the processing operation by a control unit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a control device according to an embodiment of the present invention. This vehicle 1 is a so-called series type hybrid vehicle, and an engine 10 mounted on the vehicle 1 and a rotating shaft are connected to an output shaft (an eccentric shaft 13 described later) of the engine 10. A motor generator 20 that is driven to start and is driven by the engine 10 after being started to generate electric power, a high-voltage / large-capacity battery 30 in which the electric power generated by the motor generator 20 is stored (charged), an engine 10, a traveling motor 40 that is driven by at least one of the electric power generated by the motor generator 20 and the stored electric power (discharge power) of the battery 30.

  An inverter 50 is provided between the motor generator 20, the battery 30, and the traveling motor 40. Via the inverter 50, the power generated by the motor generator 20 is supplied to the battery 30 and / or the traveling motor 40, and the discharged power from the battery 30 is supplied to the motor generator 20 and / or the traveling motor 40. Is done.

  The traveling motor 40 is driven by being supplied with at least one of the generated power of the motor generator 20 and the discharged power from the battery 30. The driving force of the traveling motor 40 is transmitted to the left and right front wheels 61 as driving wheels via the differential device 60, whereby the vehicle 1 travels. The traveling motor 40 operates as a generator when the vehicle 1 is decelerated, and the generated power is charged in the battery 30. The battery 30 can be externally charged by a power source external to the vehicle 1.

  Engine 10 is used only for power generation by motor generator 20. In this embodiment, the engine 10 is a hydrogen engine in which hydrogen gas stored in the hydrogen tank 70 is supplied as fuel.

  As shown in FIG. 2, the engine 10 is a twin-rotor (two-cylinder) rotary piston engine, and is roughly arranged in a rotor housing chamber 11 a formed in two saddle-shaped rotor housings 11 (inside cylinders). Each of the triangular rotors 12 is accommodated. The two rotor housings 11 are integrated with the side housings so as to be sandwiched between three side housings (not shown), and each rotor housing chamber 11a is composed of each rotor housing 11 and the side housings on both sides thereof. Is formed. In FIG. 2, the two rotor housings 11 (two cylinders) are shown in an unfolded state, and the eccentric shafts 13 respectively drawn in the central portions in the two rotor housings 11 are the same.

  Each of the rotors 12 has apex seals (not shown) at the apexes of the triangles, and the apex seals are in sliding contact with the inner surface of the trochoid of the rotor housing 11. Three working chambers (corresponding to combustion chambers) are defined in 11a (in each cylinder). Each rotor 12 rotates around the eccentric shaft 13 in a state where the three apex seals of the rotor 12 are in contact with the inner peripheral surface of the trochoid of the rotor housing 11, and around the axis of the eccentric shaft 13. To revolve around. While the rotor 12 makes one revolution, the working chambers formed between the tops of the rotor 12 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. The rotating force is output from the eccentric shaft 13 as the output shaft through the rotor 12.

  Each rotor accommodating chamber 11a communicates with an intake passage 14 so as to communicate with the working chamber in the intake stroke, and an exhaust passage 15 communicates with the working chamber in the exhaust stroke. There is one intake passage 14 on the upstream side, but on the downstream side, the intake passage 14 branches into two branch passages and communicates with each of the rotor accommodating chambers 11a. A throttle valve 16 that is driven by a throttle valve actuator 90 such as a stepping motor to adjust the cross-sectional area (valve opening degree) of the intake passage 14 is disposed upstream of the branch portion of the intake passage 14. A premixing injector 17 that injects hydrogen (fuel) supplied from the hydrogen tank 70 into the intake passage 14 is disposed in each branch passage downstream of the branch portion of the intake passage 14. The hydrogen injected by the premixing injector 17 is supplied to the working chamber in the intake stroke in a state of being mixed with air (premixed state).

  Two exhaust passages 15 are provided on the upstream side so as to communicate with the respective rotor accommodating chambers 11, but are joined together on the downstream side. An exhaust gas purification catalyst 80 for purifying the exhaust gas is disposed downstream of the merging portion of the exhaust passage 15. In this embodiment, the exhaust gas purification catalyst 80 is a NOx storage reduction catalyst. In FIG. 2, arrows shown in the intake passage 14 and the exhaust passage 15 indicate the flow of intake and exhaust.

  Each rotor housing 11 (each cylinder) includes a direct injection injector 18 that directly injects hydrogen (fuel) supplied from the hydrogen tank 70 into the rotor accommodating chamber 11 (inside the cylinder), and the premixing injector. 17 or a spark plug 19 for igniting hydrogen injected from the direct injection injector 18 is provided.

  The premixing injector 17 operates when the temperature of engine cooling water (engine water temperature) detected by an engine water temperature sensor 106 described later is lower than a predetermined temperature. On the other hand, the direct injection injector 18 operates when the engine water temperature is equal to or higher than the predetermined temperature. This is because when the engine water temperature is lower than the predetermined temperature, water vapor generated when the fuel (hydrogen) burns freezes at the injection port of the direct injection injector 18 and the injection port may be blocked. . Further, the ice adhering to the inner peripheral surface of the trochoid of the rotor housing 11 is scraped into the injection port of the direct injection injector 18 by the apex seal of the rotor 12, and this also blocks the injection port of the direct injection injector 18. There is a case. When the injection hole of the direct injection injector 18 is thus closed, the amount of fuel supplied into the rotor accommodating chamber 11 is insufficient. Therefore, in order to prevent a shortage of fuel supplied into the rotor housing chamber 11 due to the icing, the premixing injector 17 is used when the engine water temperature is at a temperature at which icing occurs at the injection port of the direct injection injector 18. To inject fuel. If the engine water temperature is equal to or higher than the predetermined temperature, the ice in the injection port of the direct injection injector 18 melts and the water vapor generated when the fuel (hydrogen) burns does not freeze, so the air filling rate is reduced. Hydrogen is injected from the direct injection injector 18 so that high torque can be obtained by increasing the pressure.

  Here, when the engine 10 is started, the engine water temperature immediately before the previous engine stop is usually equal to or higher than the predetermined temperature, and the water vapor generated immediately before the engine stops evaporates. Even if the engine water temperature is lower than the predetermined temperature, it is unlikely that ice is present in the injection hole of the direct injection injector 18. Therefore, fuel is injected from the direct injection injector 18 in order to improve the startability of the engine 10. Even after the engine 10 is started, if the engine water temperature is lower than the predetermined temperature, the direct injection injector 18 is switched to the premixing injector 17.

  In the present embodiment, only one premixing injector 17 is provided in each branch path, but the direct injection injector 18 is provided in each rotor housing 11 in the axial direction of the eccentric shaft 13 (the surface of FIG. 2). Are arranged side by side (in FIG. 2, only one is visible).

  The vehicle 1 includes a battery current / voltage sensor 101 that detects a current flowing in and out of the battery 30 and a voltage of the battery 30, and an accelerator that detects an amount of depression of an accelerator pedal by a driver of the vehicle 1 (accelerator opening by a driver's operation). An opening sensor 102 (accelerator opening detection means), a vehicle speed sensor 103 (vehicle speed detection means) for detecting the vehicle speed of the vehicle 1, and a rotation angle sensor that is provided on the eccentric shaft 13 and detects the rotation angle position of the eccentric shaft 13 104 (also serving as an engine speed sensor for detecting the engine speed), an air-fuel ratio sensor 105 for detecting the air-fuel ratio of the exhaust gas of the engine 10, and a water jacket (not shown) formed in the rotor housing 11. The cooling water flowing in the water jacket The engine water temperature sensor 106 for detecting the degree (engine water temperature), the tank pressure sensor 107 for detecting the pressure in the hydrogen tank 70 (that is, the remaining amount of hydrogen in the hydrogen tank 70), the operation control of the engine 10, and the inverter 50 A control unit 100 (control means) that performs operation control (that is, operation control of the motor generator 20 and the traveling motor 40) and the like is provided.

  The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, a RAM or ROM, and stores a program and data, and an electrical signal An input / output (I / O) bus. Various signals from the battery current / voltage sensor 101, the accelerator opening sensor 102, the vehicle speed sensor 103, the rotation angle sensor 104, the air-fuel ratio sensor 105, the engine water temperature sensor 106, the tank pressure sensor 107, and the like are input to the control unit 100. It has become so.

  The control unit 100 controls the engine 10 by outputting control signals to the throttle valve actuator 90, the port injection injector 17, the direct injection injector 18, and the spark plug 19 based on the input signal. A control signal is output to the inverter 50 to control the motor generator 20 and the traveling motor 40.

  The control unit 100 controls the inverter 50 to change the operating state of the motor generator 20 into a driving state in which the engine 10 is driven by power supply from the battery 30 and power generation by driving by the engine 10 to generate the generated power in the battery. 30 and the power generation state supplied to the traveling motor 40 can be switched. The control unit 100 starts the engine 10 with the operating state of the motor generator 20 as the driving state when the engine 10 is started, and switches to the power generation state after the engine 10 is started.

  The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing into and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101. Thus, the battery current / voltage sensor 101 and the control unit 100 constitute a battery remaining capacity detecting means for detecting the remaining capacity of the battery 30.

  Further, the control unit 100 controls the inverter 50 to drive the traveling motor 40 with only the discharged power from the battery 30 and with the generated power from the motor generator 20 only. It is configured to be switchable to a mode in which power is supplied from both the battery 30 and the motor generator 20. The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing in and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101, and the detected battery On the basis of the remaining capacity of 30 and the remaining amount of hydrogen in the hydrogen tank 70 by the tank pressure sensor 107, the driving motor 40 is driven only by the discharge power from the battery 30, or the motor generator 20 The mode is carried out with only the generated power from The remaining capacity of the battery 30 is greater than a predetermined reference capacity (capacity between a lower limit capacity for use and a first predetermined capacity C1 described later), and the remaining hydrogen capacity is a predetermined reference value (fuel). In the case where the driving motor 40 is driven only by the discharge power from the battery 30 and the power generation from the motor generator 20. Any of the modes performed only with electric power may be used, and in this case, the mode to be selected is determined by selection with an operation switch (not shown) operated by a passenger of the vehicle 1.

  When the control unit 100 is configured to drive the traveling motor 40 with only the discharge power from the battery 30 by operating the operation switch, the detected battery 30 is detected while the engine 10 is stopped. When the remaining capacity of the motor is reduced to the first predetermined capacity C1 or less, or when the drive request output of the traveling motor 40 is equal to or higher than a preset set value, the engine 10 is started and the motor is driven by the operation. The generator 20 is caused to generate electric power, and the electric power generated by the motor generator 20 is stored in the battery 30 or supplied to the traveling motor 40. In the present embodiment, since the drive request output of the travel motor 40 is equal to or higher than the set value in the second and third operation regions described later, the power generated by the motor generator 20 is supplied to the travel motor 40 to travel. The motor 40 is driven with electric power from both the battery 30 and the motor generator 20. On the other hand, in another operation region, the driving motor 40 is driven only by the discharge power from the battery 30 and the battery 30 is charged by the power generated by the motor generator 20.

  The control unit 100 stops the engine 10 when the remaining capacity of the battery 30 recovers and exceeds the second predetermined capacity C2 that is larger than the first predetermined capacity C1, and the driving motor is stopped with the engine 10 stopped. The driving of 40 is performed only with the discharge power from the battery 30. Then, when the remaining capacity of the battery 30 again decreases below the first predetermined capacity C1 or when the drive request output of the travel motor 40 becomes equal to or higher than the set value, the engine 10 is started as described above. In this way, the engine 10 is repeatedly started and stopped according to the remaining capacity of the battery 30 or the drive request output of the traveling motor 40.

  The first predetermined capacity C1 is set to a capacity slightly lower than half of the full capacity of the battery 30, for example, and the second predetermined capacity C2 is set to a capacity slightly higher than half of the full capacity of the battery 30, for example. Has been.

  FIG. 3 shows a first control map for controlling the opening degree of the throttle valve 16 (fully opened is 100% and fully closed is 0%). This first control map is stored in advance in the memory of the control unit 100. In this first control map, the vehicle speed of the vehicle 1 and the accelerator opening (the accelerator opening when the accelerator pedal is fully depressed is 100% and the accelerator opening when the accelerator pedal is not depressed is 0%) are classified. The first to sixth operation areas A1 to A6 are set. For each of these operation regions A1 to A6, a set opening that the control unit 100 should control is preset as the opening of the throttle valve 16. The control unit 100 controls the opening degree of the throttle valve 16 with the set opening degree in the operation region determined by the vehicle speed detected by the vehicle speed sensor 103 and the accelerator opening degree detected by the accelerator opening degree sensor 102.

  The first driving range A1 is a driving range where the vehicle speed is equal to or lower than a first predetermined speed V1 and the accelerator opening is equal to or lower than a predetermined value K. The first predetermined speed V1 is, for example, 15 km / h to 25 km / h, and the predetermined value K is, for example, 35% to 45%. The set opening degree of the first operation area A1 is an opening degree smaller than a predetermined opening degree, and is the smallest value (for example, 20%) among the set opening degrees of the first to sixth operation areas A1 to A6. ) Is set. The set opening degree in the first operation region A1 is constant in the first operation region A1. In the first operation region A1, when the opening degree of the throttle valve 16 is increased, the intake sound due to the pulsation of the intake air sucked into the cylinder of the engine 10 becomes more conspicuous than the engine rotation sound and road noise sound. Will cause discomfort to the passengers including the driver. Therefore, the opening degree of the throttle valve 16 is reduced to such an extent that the intake sound is not conspicuous with respect to the engine rotation sound and road noise sound. The rotational speed of the engine 10 basically increases as the accelerator opening increases, and the engine 10 becomes low in the first operating region A1.

  The second driving range A2 is a driving range where the vehicle speed is higher than a second predetermined speed V2 that is higher than the first predetermined speed V1 and the accelerator opening is equal to or less than the predetermined value K. The second predetermined speed V2 is, for example, 30 km / h to 40 km / h. The third driving range A3 is a driving range in which the vehicle speed is higher than a third predetermined speed V3 that is higher than the second predetermined speed V2 and the accelerator opening is larger than the predetermined value K. . The third predetermined speed V3 is, for example, 45 km / h to 55 km / h. The set opening degree of the second and third operation areas A2 and A3 is set to the largest value (for example, 60% to 80%) among the set opening degrees of the first to sixth operation areas A1 to A6. Has been. The set opening degrees of the second and third operation areas A2 and A3 vary depending on the rotational speed of the engine 10, and increase as the rotational speed of the engine 10 increases.

  The fourth driving area A4 is an operating area where the vehicle speed is higher than the first predetermined speed V1 and lower than or equal to the second predetermined speed V2 and the accelerator opening is equal to or lower than the predetermined value K. Further, the fifth operation area A5 is an operation area in which the vehicle speed is equal to or lower than the second predetermined speed V2 and the accelerator opening is larger than the predetermined value K. Further, the sixth operation region A6 is an operation region in which the vehicle speed is greater than the second predetermined speed V2 and less than or equal to the third predetermined speed V3, and the accelerator opening is greater than the predetermined value K. The set opening of the fourth to sixth operation areas A4 to A6 is between the set opening of the first operation area A1 and the set opening of the second and third operation areas A2 and A3. Is set to a value. Further, the set opening degree of the fifth operation region A5 is set to a value smaller than the set opening amounts of the fourth and sixth operation regions A4, A6. For example, the set opening degree of the fourth and sixth operation areas A4 and A6 is set to 35%, and the set opening degree of the fifth operation area A5 is set to 25%. The set opening degrees of the fourth to sixth operation areas A4 to A6 are constant in the operation areas A4 to A6.

  In the present embodiment, when the engine 10 is started, the control unit 100 improves the startability by injecting the fuel so that the combustion air-fuel ratio becomes rich in fuel. On the other hand, after the engine 10 is started, the control unit 100 performs combustion. By injecting the fuel so that the air-fuel ratio becomes fuel lean, fuel consumption and emission are improved as much as possible.

  FIG. 4 shows a second control map for controlling the combustion air-fuel ratio. This second control map is also stored in advance in the memory of the control unit 100, like the first control map. In the second control map, first to third operation regions B1 to B3 divided by the vehicle speed and the accelerator opening are set apart from the first to sixth operation regions A1 to A6. A set air-fuel ratio (excess air ratio λ) to be controlled by the control unit 100 is set in advance for each of these operation regions B1 to B3. The control unit 100 controls the engine 10 so that the set air-fuel ratio (excess air ratio λ) in the operation region determined by the vehicle speed detected by the vehicle speed sensor 103 and the accelerator opening detected by the accelerator opening sensor 102 is obtained. To control.

  The first operation region B1 is an operation region in which the vehicle speed is equal to or lower than a fourth predetermined speed V4 that is higher than the third predetermined speed V3, and the accelerator opening is equal to or less than the predetermined value K. The fourth predetermined speed V4 is, for example, 75 km / h to 85 km / h. The first operation area A1 of the first control map is included in the first operation area B1. The set air-fuel ratio in the first operation region B1 is set to the leanest air-fuel ratio (for example, λ = 2.3) in the first to third operation regions B1 to B3.

  In the second driving region B2, the vehicle speed is greater than the fourth predetermined speed V4 and less than or equal to a fifth predetermined speed V5 (a speed greater than the fourth predetermined speed V4), and the accelerator opening is equal to the predetermined value K. This is the operating region that is: The fifth predetermined speed V5 is, for example, 85 km / h to 95 km / h. In the second operation region B2, for example, λ = 2.2 is set.

  The third operation region B3 is an operation region in which the vehicle speed is greater than the fifth predetermined speed V5 or the accelerator opening is greater than the predetermined value K. In the third operation region B3, the richest air-fuel ratio (for example, λ = 2.1) is set in the first to third operation regions B1 to B3.

  FIG. 5 shows the relationship between the rotational speed of engine 10 and the power generated by motor generator 20 when driven by engine 10. The line shown by the solid line is for the case where the excess air ratio is λ = 2.3 and the opening degree Ta of the throttle valve 16 is 60%, and the line shown by the broken line is that of λ = 2.1 and Ta = 60%. The line shown by the alternate long and short dash line is for λ = 2.3 and Ta = 20%.

  In the first operation region A1, since the opening of the throttle valve 16 is small and the engine 10 has a low rotational speed and the combustion air-fuel ratio of the engine 10 is lean, a line indicated by a dashed line in FIG. Although the generated power is small, there is no problem because it is not an operation region that requires large generated power. In the first operation region A1, the opening degree of the throttle valve 16 is reduced with priority given to preventing discomfort to the passenger due to the intake sound. As a result, the operating efficiency of the engine 10 is slightly reduced, but by making the combustion air-fuel ratio of the engine 10 lean, it is possible to improve fuel efficiency and emissions.

  In the second and third operation regions A2 and A3, the opening degree of the throttle valve 16 is large, so that the engine 10 can be operated with high efficiency while securing the intake air amount, and large generated power is generated. Can do. In particular, in the third operation region A3, the engine 10 has a high rotational speed and the combustion air-fuel ratio is richer than that in the first operation region A1, so that the driver's acceleration request can be met. In the second and third operation areas A2 and A3, although the intake noise is increased, the engine rotation sound and the road noise sound are higher than the intake sound, and the intake sound cannot be heard by the occupant.

  In the fourth to sixth operation regions A4 to A6, the opening degree of the throttle valve 16 is controlled to a value between the first operation region A1 and the second and third operation regions A2 and A3. Thereby, when shifting from the first operation region to the second or third operation region, a sudden change in the intake air amount can be prevented. In the fifth and sixth operation regions A5 and A6, although there is an acceleration request, the opening amount of the throttle valve 16 is relatively small, so that the intake amount is insufficient, but the acceleration is large, so 5 and the sixth operating area A5, A6 will immediately shift to the third operating area A3, and no major problem will occur.

  Here, the processing operation by the control unit 100 when the control unit 100 is configured to drive the traveling motor 40 with only the discharge power from the battery 30 by operating the operation switch is shown in FIG. This will be described based on the flowchart of FIG.

  In the first step S1, information from various switches and various sensors including the operation switches is input, and in the next step S2, whether or not the remaining capacity (SOC) of the battery 30 is equal to or less than the first predetermined capacity C1 is determined. judge. When the determination in step S2 is YES, the process proceeds to step S3. When the determination in step S2 is NO, the process proceeds to step S8.

  In step S3, the vehicle speed and the accelerator opening are read from the input information, and in the next step S4, an operation region (the operation region of the first and second control maps) corresponding to the vehicle speed and the accelerator opening is calculated. . In the next step S5, the throttle opening (the set opening) according to the operation region of the first control map calculated in step S4 is acquired, and in the next step S6, the second control calculated in step S4 is acquired. The combustion air-fuel ratio (the set air-fuel ratio (excess air ratio λ)) corresponding to the operation region of the map is acquired.

  In the next step S7, the engine 10 is operated according to the acquired throttle opening and combustion air-fuel ratio (λ) (the opening of the throttle 16, fuel injection amount, fuel injection timing, ignition timing, etc. are controlled). After step S7, the process returns.

  In addition, when the remaining capacity (SOC) of the battery 30 is reduced to the first predetermined capacity C1 or less while the engine 10 is stopped, there is an operation of starting the engine 10 by the motor generator 20.

  In step S8 that proceeds when the determination in step S2 is NO, it is determined whether or not the remaining capacity (SOC) of the battery 30 is larger than the second predetermined capacity C2. When the determination in step S8 is NO, the process proceeds to step S3. On the other hand, when the determination in step S8 is YES, the process proceeds to step S9 to stop the engine 10, and then returns.

  As described above, in the present embodiment, when the detected vehicle speed and the accelerator opening are in the first operation area A1 during the operation of the engine 10 (the detected vehicle speed is detected while being not more than the first predetermined speed V1). When the accelerator opening degree is less than or equal to a predetermined value K), the opening degree of the throttle valve 16 is smaller than the predetermined opening degree and the first to sixth operation areas A1 to A6 are set open. Since the control is made to the smallest value in the degree, it is possible to prevent the occupant of the vehicle 1 from feeling uncomfortable due to the intake sound during operation of the engine 10.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the engine 10 is a rotary piston engine using hydrogen as a fuel, but may be a reciprocating engine or an engine using a fuel other than hydrogen (for example, gasoline).

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention is driven by at least one of an engine, a generator driven by the engine to generate electric power, a battery for storing electric power generated by the generator, and electric power stored by the battery and electric power generated by the generator. The present invention is useful for a control device for a hybrid vehicle including a traveling motor.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Engine 20 Motor generator 30 Battery 40 Traveling motor 100 Control unit (control means) (Battery remaining capacity detection means)
101 Battery current / voltage sensor (Battery remaining capacity detection means)
103 Vehicle speed sensor (vehicle speed detection means)

Claims (5)

An engine, a generator driven by the engine to generate electric power, a battery for storing electric power generated by the generator, and a traveling motor driven by at least one of electric power stored in the battery and electric power generated by the generator A control device for a hybrid vehicle comprising:
Battery remaining capacity detecting means for detecting the remaining capacity of the battery;
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An accelerator opening detecting means for detecting an accelerator opening by an operation of the driver of the vehicle;
Control means for controlling the operation of the generator and the engine, when the remaining capacity of the battery detected by the remaining battery capacity detection means falls below a predetermined capacity while the engine is stopped, or for the running When the drive request output of the motor becomes equal to or higher than a preset value, the generator is caused to generate electricity by operating the engine, and the power generated by the generator is stored in the battery or the traveling motor Control means configured to supply to,
When the vehicle speed detected by the vehicle speed detecting means is not more than a first predetermined speed and the accelerator opening detected by the accelerator opening detecting means is not more than a predetermined value during operation of the engine, the control means A control apparatus for a hybrid vehicle, characterized in that the opening degree of a throttle valve provided in the intake passage of the engine is controlled to an opening degree smaller than a predetermined opening degree. In the hybrid vehicle control device according to claim 1,
The control means controls the opening degree of the throttle valve to a preset opening degree set in advance for each driving region in each driving region of a plurality of driving regions divided by the vehicle speed and the accelerator opening degree. Is configured to
The plurality of driving ranges include a first driving range in which the vehicle speed is equal to or lower than a first predetermined speed and the accelerator opening is equal to or lower than a predetermined value.
The control apparatus for a hybrid vehicle, wherein the set opening degree of the first driving region is set to the smallest value among the set opening points of the plurality of driving regions. The control apparatus for a hybrid vehicle according to claim 2,
The plurality of operation areas include a second operation area in which the vehicle speed is greater than a second predetermined speed, which is a speed greater than the first predetermined speed, and the accelerator opening is equal to or less than the predetermined value; A third operating region that is greater than a third predetermined speed, which is a speed greater than a second predetermined speed, and wherein the accelerator opening is greater than the predetermined value;
The control apparatus for a hybrid vehicle, wherein the set opening degrees of the second and third operation areas are set to a maximum value among the set opening positions of the plurality of operation areas. In the hybrid vehicle control device according to claim 3,
The plurality of driving regions include a fourth driving region in which the vehicle speed is greater than the first predetermined speed and not more than the second predetermined speed and the accelerator opening is not more than the predetermined value, and the vehicle speed is the first speed. A fifth operating region in which the accelerator opening is greater than the predetermined value, and the vehicle speed is greater than the second predetermined speed and less than or equal to the third predetermined speed, and the accelerator opening is A sixth operating region that is larger than the predetermined value,
The set opening of the fourth to sixth operating areas is set to a value between the set opening of the first operating area and the set opening of the second and third operating areas. A hybrid vehicle control device. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-4,
The control means includes a combustion air-fuel ratio of the engine in each of the plurality of operating regions divided by the vehicle speed and the accelerator opening separately from the plurality of operating regions in which the set opening is set. Is controlled to a preset air-fuel ratio set in advance for each operating region,
The first operation region is included in an operation region set to the leanest air-fuel ratio among the set air-fuel ratios of the plurality of operation regions in which the set air-fuel ratio is respectively set. A control device for a hybrid vehicle.

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