JP2015189397A - vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simultaneously increase an engine water temperature and a battery temperature in a hybrid electric vehicle.SOLUTION: A vehicle control device (20) is a vehicle control device of a hybrid electric vehicle (1) that includes an engine (11), motor generators (MG1, MG2) capable of generating electric power using at least part of power output from the engine (11), and a battery (13) capable of transmitting or receiving the electric power to or from the motor generators (MG1, MG2). The vehicle control device (20) comprises control means (20) controlling the engine (11) to advance engine-related combustion timing and increasing outputs from the motor generators (MG1, MG2) to satisfy a required output related to the hybrid electric vehicle (1) if a temperature of the battery (13) is equal to or lower than a predetermined temperature, a charging rate of the battery (13) is equal to or higher than a predetermined charging rate, and there is a request to increase an engine water temperature of the engine (11).

Description

  The present invention relates to a technical field of a vehicle control device that controls a hybrid vehicle.

  As this type of device, for example, when at least one of the control intake air temperature, the outside air temperature estimated value, and the engine water temperature does not reach a predetermined temperature during the cruise mode of the hybrid vehicle, the battery temperature and the engine water temperature are set to the predetermined temperatures. A device has been proposed in which the amount of power generation is increased until the battery reaches the maximum, or the battery is charged, or when the battery cannot be charged, the engine water temperature is increased by retarding the ignition timing of the engine (see Patent Document 1).

  Alternatively, for example, in a hybrid vehicle, an apparatus that prohibits intermittent engine operation and controls battery temperature increase when the battery temperature is lower than a threshold value has been proposed (see Patent Document 2).

JP 2007-045406 A JP 2008-265682 A

  In the technique described in Patent Document 1, when the ignition timing of the engine is retarded, it is necessary to increase the fuel injection amount in order to increase the engine water temperature, and there is a technical problem that fuel consumption may be deteriorated. . The technique described in Patent Document 2 also has a technical problem that fuel consumption may deteriorate because intermittent operation is prohibited.

  This invention is made | formed in view of the said problem, for example, and makes it a subject to provide the vehicle control apparatus which can raise both engine water temperature and battery temperature appropriately in a hybrid vehicle.

  In order to solve the above problems, a vehicle control device according to the present invention provides an engine, a motor / generator capable of generating electric power using at least a part of output power of the engine, and transmission / reception of electric power between the motor / generator. And a battery control device for a hybrid vehicle, wherein the battery temperature is equal to or lower than a predetermined temperature, the battery charge rate is equal to or higher than a predetermined charge rate, and a request to increase the engine water temperature of the engine is made. In some cases, control means is provided for controlling the engine so that the combustion timing related to the engine advances, and for increasing the output of the motor / generator so as to satisfy the required output related to the hybrid vehicle.

  According to the vehicle control device of the present invention, the vehicle control device is a control device for a hybrid vehicle including an engine, a motor / generator, and a battery. The motor / generator may be a motor / generator for driving a hybrid vehicle or a motor / generator for engine control. The hybrid vehicle may include two or more motor / generators.

  Here, according to the inventor's research, the following matters have been found. That is, when the temperature of the battery is increased, for example, the amount of discharge of the battery is often increased by increasing the output of the motor / generator while decreasing the output of the engine by reducing the fuel injection amount. If the engine water temperature decreases). Alternatively, when the temperature of the battery is increased, the discharge amount of the battery may be increased by retarding the ignition timing of the engine and increasing the output of the motor / generator while decreasing the output of the engine. Many (in this case, the effect on engine water temperature is small). On the other hand, when the engine water temperature is raised, the combustion energy increases by retarding the ignition timing of the engine and increasing the fuel injection amount so as to compensate for the decrease in output caused by the retarded ignition timing. (In this case, the temperature of the battery does not change).

  That is, one of the battery temperature and the engine water temperature can be raised, but the other of the battery temperature and the engine water temperature is not changed or lowered. In addition, in some cases, fuel consumption is reduced due to an increase in the fuel injection amount. Moreover, it is difficult to cope with the case where both the battery temperature and the engine water temperature are to be raised.

  However, in the present invention, for example, when the temperature of the battery is equal to or lower than the predetermined temperature and the charging rate of the battery is equal to or higher than the predetermined charging rate by the control means including a memory, a processor, and the like, The engine is controlled so that the combustion timing related to the engine is advanced, and the output of the motor / generator is increased so as to satisfy the required output related to the hybrid vehicle.

  As the ignition timing is advanced, the combustion time in the cylinder of the engine is extended. Then, the amount of heat transmitted to the cooling water through the cylinder increases, so that the engine water temperature can be raised.

  In addition, when the ignition timing is advanced, the engine output is reduced as compared with the optimum ignition timing (that is, the time when the largest engine output is obtained with respect to the energy of the burning fuel). Then, by increasing the output of the motor / generator so as to satisfy the required output related to the hybrid vehicle, the discharge amount of the battery is increased and the temperature of the battery is also increased.

  As a result, according to the vehicle control device of the present invention, it is possible to appropriately increase both the engine water temperature and the battery temperature while suppressing a decrease in fuel consumption.

  In one aspect of the vehicle control apparatus of the present invention, the control means is configured such that the temperature of the battery is equal to or lower than the predetermined temperature, the charging rate of the battery is less than the predetermined charging rate, and there is a request to increase the engine water temperature. The motor / generator is regeneratively controlled so as to increase the amount of fuel supplied to the engine and satisfy the required output.

  According to this aspect, both the engine water temperature and the battery temperature can be appropriately increased. Specifically, as the amount of fuel supplied to the engine is increased, the amount of heat associated with combustion increases, and the amount of heat transferred to the cooling water through the cylinder increases (typically, the combustion time Is not changed, but the combustion timing may be advanced or retarded more or less). In addition, the output of the engine becomes larger than the required output due to the increase in the fuel amount. And since the surplus output of the engine is collected in the battery as electric power using the motor / generator, the amount of charge of the battery increases and the temperature of the battery also rises.

  In another aspect of the vehicle control apparatus of the present invention, the control means changes the amount of fuel supplied to the engine when the temperature of the battery is equal to or lower than the predetermined temperature and there is no request to increase the engine water temperature. In addition, the output of the motor / generator is increased or the motor / generator is regeneratively controlled so as to satisfy the required output.

  According to this aspect, the temperature of the battery can be appropriately raised, which is very advantageous in practice. Specifically, for example, when the charging rate of the battery is relatively high, the amount of fuel supplied to the engine is reduced to reduce the output of the engine and increase the output of the motor / generator to satisfy the required output. And the discharge amount of the battery may be increased. On the other hand, when the battery charge rate is relatively low, the amount of fuel supplied to the engine is increased, the engine output is increased, and the motor / generator is regeneratively controlled by the surplus engine output to charge the battery. What is necessary is just to increase the quantity. Note that when the amount of fuel supplied to the engine is changed, the combustion timing is typically not changed, but the combustion timing may be advanced or retarded to a greater or lesser extent.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

It is a block diagram which shows the structure of the hybrid vehicle which concerns on embodiment. It is a conceptual diagram which shows an example of the relationship between the operating method of an engine, and calorie | heat amount. It is a flowchart which shows the vehicle control process which concerns on 1st Embodiment. It is a flowchart which shows the vehicle control process which concerns on the modification of 1st Embodiment. It is a flowchart which shows the vehicle control process which concerns on 2nd Embodiment. (A) It is a conceptual diagram which shows the concept of the advance amount of the ignition timing calculated. (B) It is a conceptual diagram which shows the concept of the throttle opening correction amount calculated. It is a flowchart shown in the detail of a part of vehicle control process which concerns on 2nd Embodiment. It is a conceptual diagram which shows the concept of the battery target discharge amount calculated. It is a flowchart shown in the detail of a part of vehicle control process which concerns on the 1st modification of 2nd Embodiment. It is a flowchart shown in the detail of a part of vehicle control process which concerns on the 2nd modification of 2nd Embodiment. It is a flowchart shown in the detail of a part of vehicle control process which concerns on the 3rd modification of 2nd Embodiment. It is a flowchart shown in the detail of a part of vehicle control process which concerns on the 4th modification of 2nd Embodiment. It is a flowchart shown in the detail of a part of vehicle control process which concerns on the 5th modification of 2nd Embodiment.

  An embodiment of a vehicle control device of the present invention will be described based on the drawings.

<First Embodiment>
A first embodiment of a vehicle control device of the present invention will be described with reference to FIGS. 1 to 3.

(Vehicle configuration)
A configuration of a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a hybrid vehicle according to the present embodiment. In FIG. 1, for convenience of explanation, only members directly related to the present embodiment are shown, and other members are not shown.

  In FIG. 1, a vehicle 1 includes an engine 11, a motor / generator MG 1, a motor / generator MG 2, a power distribution mechanism 12, a battery 13, a power control unit (Power Control Unit: PCU) 14, and an ECU (Electronic Control Unit) 20. Configured.

  The power distribution mechanism 12 includes a planetary gear mechanism that includes a sun gear, a pinion gear, a carrier that supports the pinion gear so as to rotate and revolve, and a ring gear.

  The carrier shaft 121 of the power distribution mechanism 12 is connected to the crankshaft 111 of the engine 11. The sun gear shaft 122 of the power distribution mechanism 12 is connected to the rotation shaft of the motor / generator MG1. A ring gear shaft (that is, drive shaft) 123 of the power distribution mechanism 12 is connected to the speed reduction mechanism 15 connected to the drive wheels 16 and the motor / generator MG2. The carrier shaft 121, the sun gear shaft 122, and the ring gear shaft 123 are actually arranged on the same axis, but here, for convenience of explanation, the extending directions of the shafts are different from each other.

  The battery 13 is electrically connected to each of the motor / generators MG1 and MG2 via a power control unit 14 capable of appropriately controlling a direct current and an alternating current. The battery 13 is configured to be able to supply electric power to each of the motor generators MG1 and MG2 and to be charged by the regenerative electric power of each of the motor generators MG1 and MG2.

  By the way, the battery 13 has a predetermined temperature range in which the performance can be sufficiently exhibited. When the temperature of the battery 13 is lower than a predetermined lower limit temperature, for example, power input / output is limited. For this reason, it may be necessary to forcibly raise the temperature of the battery 13 to the predetermined temperature range. Further, when there is a request for warm-up of the engine 11 or when a heater is used, it may be necessary to forcibly raise the temperature of the cooling water of the engine 11 (that is, the engine water temperature).

  On the other hand, the engine 11 and the motor generators MG1 and MG2 need to be operated so as to satisfy the output demanded by the driver of the hybrid vehicle 1.

  Here, an operation method of the engine 11 and the motor / generators MG1 and MG2 for increasing the amount of generated heat while satisfying the required output will be described with reference to FIG.

  First, “Case 1” in FIG. 2 shows a standard operation method. That is, the fuel is supplied and the ignition is performed at the optimal ignition timing so that the fuel efficiency of the engine 11 is optimized. When the required output is not reached only by the output of the engine 11, the assist torque is output from the motor / generator MG2 to satisfy the required output (corresponding to “battery output”).

  Note that the “water temperature rise calorie” in FIG. 2 is the amount of heat that contributes to the rise of the engine water temperature in the combustion energy. The “heat quantity such as exhaust gas” is the quantity of heat that does not contribute to the increase in engine water temperature among the combustion energy.

  In “Case 2” in FIG. 2, the amount of fuel supplied to the engine 11 is reduced as compared to “Case 1”, the output of the engine 11 is reduced, and the motor output is reduced by the reduction in the output of the engine 11. The assist torque output from the generator MG2 is increased and satisfies the required output.

  In this case, since the discharge amount of the battery 13 increases, the temperature of the battery 13 rises. On the other hand, since the combustion energy is reduced, the engine water temperature may be lowered.

  In “Case 3” in FIG. 2, compared to “Case 1”, the amount of fuel supplied to the engine 11 is not changed, and the ignition timing is retarded from the optimal ignition timing and the output of the engine 11 is reduced. At the same time, the assist torque output from the motor / generator MG2 is increased by an amount corresponding to the decrease in the output of the engine 11 to satisfy the required output.

  In this case, since the discharge amount of the battery 13 increases (refer to the black portion of “battery discharge” in “Case 3”), the temperature of the battery 13 increases. On the other hand, although the ignition timing is retarded, the thermal energy of the exhaust increases, but the thermal energy that contributes to the increase in the engine water temperature does not change.

  In “Case 4” in FIG. 2, compared to “Case 1”, the amount of fuel supplied to the engine 11 is not changed, and the ignition timing is advanced from the optimal ignition timing, and the output of the engine 11 is reduced. At the same time, the assist torque output from the motor / generator MG2 is increased by an amount corresponding to the decrease in the output of the engine 11 to satisfy the required output.

  In this case, since the discharge amount of the battery 13 increases (refer to the black portion of “battery discharge” in “case 4”), the temperature of the battery 13 increases. In addition, since the ignition timing is advanced, the combustion time in the cylinder of the engine 11 is extended, and the thermal energy contributing to the increase in the engine water temperature is also increased. Therefore, in “Case 4”, both the engine water temperature and the temperature of the battery 13 can be raised.

  In “Case 3 ′” in FIG. 2, the ignition timing is delayed from the optimal ignition timing so that the output of the engine 11 does not change while the amount of fuel supplied to the engine 11 is increased compared to “Case 1”. Horned.

  In this case, since the amount of fuel is increased, both the thermal energy contributing to the increase in the engine water temperature and the thermal energy of the exhaust gas are increased. On the other hand, the discharge amount of the battery 13 does not change. Therefore, although the engine water temperature rises, the temperature of the battery 13 does not change.

  In “Case 5” in FIG. 2, the amount of fuel supplied to the engine 11 is increased and ignition is performed at the optimal ignition timing as compared to “Case 1”.

  In this case, since the amount of fuel is increased, both the thermal energy contributing to the increase in the engine water temperature and the thermal energy of the exhaust gas are increased. In addition, the output of the engine 11 increases as compared with “Case 1” by the amount of fuel increase. For this reason, the battery output (not shown) is lower than “Case 1”. Therefore, in “Case 5”, the engine water temperature increases, but the temperature of the battery 13 may decrease.

  In the present embodiment, particularly when both the engine water temperature and the temperature of the battery 13 need to be raised, the engine 11 and the motor / generators MG1 and MG2 are operated as in “Case 4” described above. If the engine 11 is a compression self-ignition engine, the fuel injection timing may be advanced instead of the ignition timing. That is, the combustion timing may be advanced.

(Vehicle control processing)
A vehicle control process performed by the ECU 20 as an example of the “control means” according to the present invention during the traveling of the hybrid vehicle 1 configured as described above will be described with reference to the flowchart of FIG.

  In FIG. 3, the ECU 20 refers to, for example, an output signal of a temperature sensor (not shown) provided in the battery 13 to determine whether or not the temperature of the battery 13 is equal to or lower than a predetermined temperature (step S101). Here, the “predetermined temperature” may be set as a lower limit value of a temperature range in which the performance of the battery 13 is sufficiently exhibited, or as a value that is larger or smaller than the lower limit value.

  When it determines with the temperature of the battery 13 being higher than predetermined temperature (step S101: No), ECU20 once complete | finishes a process, and implements the process of step S101 again after predetermined time. On the other hand, if it is determined that the temperature of the battery 13 is equal to or lower than the predetermined temperature (step S101: Yes), the ECU 20 determines whether or not the charging rate (State Of Charge: SOC) of the battery 13 is equal to or higher than the predetermined charging rate. Determination is made (step S102). Here, the “predetermined charging rate” may be set, for example, as a lower limit value of the charging rate that enables sufficient discharge for increasing the temperature of the battery 13.

  When it is determined that the charging rate of the battery 13 is lower than the predetermined charging rate (step S102: No), the ECU 20 once ends the process and performs the process of step S101 again after a predetermined time. On the other hand, when it is determined that the charging rate of the battery 13 is equal to or higher than the predetermined charging rate (step S102: Yes), the ECU 20 determines whether there is a request for increasing the engine water temperature (step S103). Here, the increase in engine water temperature is requested by referring to, for example, an output signal of a temperature sensor (not shown) provided in the engine 11 or by detecting whether or not the heater switch is in an ON state. What is necessary is just to judge.

  When it is determined that there is no request to increase the engine water temperature (step S103: No), the ECU 20 once ends the process, and performs the process of step S101 again after a predetermined time. On the other hand, when it is determined that there is a request to increase the engine water temperature (step S103: Yes), the ECU 20 calculates the advance amount of the ignition timing (step S104).

  Here, the ECU 20 considers, for example, the water temperature difference between the current engine water temperature and the target engine water temperature, the rate of increase in the engine water temperature, and the like. The greater the water temperature difference, the lower the rate of increase. Increase the amount of time advance.

  Next, the ECU 20 compensates for the output of the engine 11 that has decreased due to the advance of the ignition timing, and outputs an assist torque that satisfies the output required by the driver of the hybrid vehicle 1, for example, from the motor / generator MG2. Thus, the discharge amount of the battery 13 is calculated (step S105).

  The steps S101 to S103 are not limited to the order described in the flowchart of FIG.

<Modification>
A vehicle control process according to a modification of the first embodiment will be described with reference to the flowchart of FIG.

  In FIG. 4, first, the ECU 20 determines whether or not there is a request to increase the catalyst temperature (step S121). Here, the catalyst temperature increase request may be determined with reference to, for example, an output signal of a temperature sensor (not shown) provided in the catalyst (not shown).

  When it is determined that there is a request to increase the catalyst temperature (step S121: Yes), the ECU 20 calculates the retard amount of the ignition timing (step S122). Subsequently, the ECU 20 calculates a throttle opening correction amount (and a fuel injection amount correction amount) (step S123).

  Subsequently, the ECU 20 compensates for the output of the engine 11 that has decreased due to the retard of the ignition timing, and outputs an assist torque that satisfies the output demanded by the driver of the hybrid vehicle 1, for example, from the motor / generator MG2. Thus, the discharge amount of the battery 13 is calculated (step S124). As a result, exhaust energy can be increased and the catalyst temperature can be increased.

  If it is determined in the process of step S121 that there is no request for increasing the catalyst temperature (step S121: No), the ECU 20 clears the retard amount of the ignition timing (step S125). As a result, the ignition timing becomes the optimal ignition timing.

  Next, the ECU 20 determines whether or not the temperature of the battery 13 is equal to or lower than a predetermined temperature (step S126). When it is determined that the temperature of the battery 13 is equal to or lower than the predetermined temperature (step S126: Yes), the ECU 20 determines whether there is a request for increasing the engine water temperature (step S127).

  When it is determined that there is a request for increasing the engine water temperature (step S127: Yes), the ECU 20 determines whether or not the charging rate of the battery 13 is equal to or higher than a predetermined charging rate (step S128).

  When it is determined that the charging rate of the battery 13 is equal to or higher than the predetermined charging rate (step S128: Yes), the ECU 20 calculates the advance amount of the ignition timing (step S129). Subsequently, the ECU 20 calculates a throttle opening correction amount (further, a fuel injection amount correction amount) (step S130).

  Subsequently, the ECU 20 compensates for the output of the engine 11 that has decreased due to the advance of the ignition timing, and the assist torque that satisfies the required output is output from the motor / generator MG2, for example. A discharge amount is calculated (step S131). As a result, similar to the first embodiment described above, both the engine water temperature and the battery 13 temperature can be raised.

  In the process of step S128 described above, when it is determined that the charging rate of the battery 13 is less than the predetermined charging rate (that is, the battery temperature and the engine water temperature need to be raised, but the battery charging rate is relatively low). (Step S128: No), the ECU 20 clears the advance amount of the ignition timing (Step S132). As a result, the ignition timing becomes the optimal ignition timing.

  Next, the ECU 20 calculates a throttle opening correction amount (and further a fuel injection amount correction amount) so that excessive torque is generated in the engine 11 (step S133). Subsequently, the ECU 20 calculates the amount of charge when the surplus torque generated in the engine 11 is recovered as power in the battery 13 (step S134). As a result, typically, the engine water temperature is increased due to the increase in fuel, and the temperature of the battery 13 is increased by charging the battery 13 ("Case 5" in FIG. 2). Equivalent).

  When it is determined in the process of step S127 described above that there is no engine water temperature increase request (ie, only the battery temperature needs to be increased) (step S127: No), the ECU 20 determines the advance amount of the ignition timing. Clear (step S135). As a result, the ignition timing becomes the optimal ignition timing.

  Next, the ECU 20 calculates a throttle opening correction amount (and further a fuel injection amount correction amount) according to the charging rate of the battery 13 (step S136). Here, since only the temperature of the battery 13 needs to be raised, typically, the output of the engine 11 is reduced or increased from the original output, and the motor / generator MG2 (that is, the battery 13) is actively activated. It is planned to make use of it. Since the ignition timing is the optimal ignition timing due to the processing in step S135, it is necessary to change the intake air amount and the fuel injection amount in order to change the output of the engine 11.

  When the output of the engine 11 is reduced, a throttle opening correction amount that reduces the throttle opening is calculated. Further, as the intake air amount decreases due to the decrease in the throttle opening, the fuel injection amount is also decreased in order to maintain a predetermined air-fuel ratio. On the other hand, when the output of the engine 11 is increased, a throttle opening correction amount that increases the throttle opening is calculated. Further, as the intake air amount increases due to the increase in the throttle opening, the fuel injection amount is also increased in order to maintain a predetermined air-fuel ratio.

  The ECU 20 compensates for the output of the engine 11 that has decreased due to the reduction in the amount of fuel supplied to the engine 11, and the assist torque that satisfies the required output is output from, for example, the motor / generator MG2. Next, the amount of discharge of the battery 13 is calculated (corresponding to “Case 2” in FIG. 2), or the amount of charge in the case where the surplus torque generated in the engine 11 is recovered into the battery 13 as electric power is calculated (step S137). . As a result, at least the temperature of the battery 13 is increased.

  In the process of step S126 described above, when it is determined that the temperature of the battery 13 is higher than the predetermined temperature (step S126: No), the ECU 20 clears the advance amount of the ignition timing (step S138). In parallel with or in parallel with the process of step S138, the ECU 20 clears the correction amount of the throttle opening (step S139). In parallel with or in parallel with the processing of step S139, the ECU 20 clears the charge amount and the discharge amount relating to the battery 13 (step S140).

Second Embodiment
A second embodiment of the vehicle control device of the present invention will be described with reference to FIGS. The second embodiment is the same as the configuration of the first embodiment except that the vehicle control process is partially different. Therefore, in the second embodiment, the description overlapping with that in the first embodiment is omitted, and the common parts in the drawings are denoted by the same reference numerals, and only the points that are basically different are shown in FIGS. The description will be given with reference.

  In the process of step S103 in the flowchart of FIG. 5, when it is determined that there is a request for increasing the engine water temperature (step S103: Yes), the ECU 20 determines whether there is a request for increasing the catalyst temperature (step S111). .

  When it is determined that there is a request for increasing the catalyst temperature (step S111: Yes), the ECU 20 calculates a retard amount of the ignition timing (step S112). Subsequently, the ECU 20 calculates a throttle opening correction amount (further, a fuel injection amount correction amount) (step S113). Subsequently, the ECU 20 compensates for the output of the engine 11 that has decreased due to the retard of the ignition timing, and the assist torque that satisfies the required output is output from, for example, the motor / generator MG2. A discharge amount is calculated (step S114).

  If it is determined in step S111 described above that there is no request for an increase in catalyst temperature (step S111: No), the ECU 20 calculates an advance amount of the ignition timing (step S115). Here, as shown in FIG. 6A, the ECU 20, as the engine water temperature increase request is larger, the discharge allowable amount of the battery 13 is larger (that is, the charging rate is larger), the ignition timing is increased. Increase the advance amount.

  Subsequently, the ECU 20 calculates a throttle opening correction amount (further, a fuel injection amount correction amount) (step S116). Here, as shown in FIG. 6 (b), the ECU 20 opens the throttle as the demand for increasing the engine water temperature increases, the discharge allowable amount of the battery 13 decreases (that is, the charge rate decreases simply). Increase the degree of correction.

  Subsequently, the ECU 20 compensates for the output of the engine 11 that has decreased due to the advance of the ignition timing, and the assist torque that satisfies the required output is output from the motor / generator MG2, for example. A discharge amount is calculated (step S117).

  The processing in steps S115 and S116 described above will be described with reference to the flowchart in FIG.

  In FIG. 7, the ECU 20 calculates the rate of increase in the engine water temperature (step S151). Subsequently, the ECU 20 calculates a target engine water temperature increase rate (step S152). It should be noted that various known modes can be applied to the calculation of the increase rate of the engine water temperature and the calculation of the target increase rate of the engine water temperature, and therefore, detailed description thereof is omitted.

  Next, the ECU 20 calculates the maximum target discharge amount and the minimum target discharge amount of the battery 13 (step S153). Here, the “maximum target discharge amount” is calculated from, for example, a discharge allowable amount of the battery 13, a target amount for reducing the charging rate of the battery 13, and a target amount for increasing the temperature of the battery 13. . On the other hand, the “minimum target discharge amount” is calculated from, for example, a target amount for reducing the charging rate of the battery 13 and a target amount for increasing the temperature of the battery 13.

  As shown in FIG. 8, the target discharge amount is set to be larger as the temperature of the battery 13 is lower and as the charging rate of the battery is higher.

  Next, the ECU 20 determines whether or not the calculated engine water temperature increase rate is less than the calculated target engine water temperature increase rate (step S154). When it is determined that the calculated engine water temperature increase rate is less than the calculated target engine water temperature increase rate (step S154: Yes), the ECU 20 calculates the advance amount of the ignition timing, and the previous value (Step S155). As a result, it is possible to increase the thermal energy that contributes to the increase in the engine water temperature, and to increase the rate of increase in the engine water temperature.

  On the other hand, when it is determined that the calculated engine water temperature increase rate is equal to or higher than the calculated target engine water temperature increase rate (step S154: No), the ECU 20 sets the advance amount of the ignition timing as the previous value. The same is assumed (step S156).

  After the process of step S155 or S156, the ECU 20 calculates the temporary discharge amount of the battery 13 (step S161). Subsequently, the ECU 20 determines whether or not the calculated temporary discharge amount is larger than the calculated maximum target discharge amount (step S162). When it is determined that the calculated temporary discharge amount is larger than the calculated maximum target discharge amount (step S162: Yes), the ECU 20 calculates a throttle opening correction amount (and further a fuel injection amount correction amount), The throttle opening is added to the previous value so as to increase (step S163).

  As a result, since the output of the engine 11 is increased, the discharge amount of the battery 13 is reduced, and the discharge amount of the battery 13 is expected to be equal to or less than the maximum target discharge amount. Thereafter, the ECU 20 performs the process of step S117 described above.

  In the process of step S162 described above, when it is determined that the calculated temporary discharge amount is equal to or less than the calculated maximum target discharge amount (step S162: No), the ECU 20 calculates the calculated temporary discharge amount. It is determined whether or not it is less than the minimum target discharge amount (step S164).

  When it is determined that the calculated temporary discharge amount is less than the calculated minimum target discharge amount (step S164: Yes), the ECU 20 calculates a throttle opening correction amount (and further a fuel injection amount correction amount). Then, the value is subtracted from the previous value so that the throttle opening becomes smaller (step S165).

  As a result, since the output of the engine 11 is reduced, the discharge amount of the battery 13 is increased, and the discharge amount of the battery 13 becomes equal to or greater than the minimum target discharge amount (that is, the temperature of the battery 13 becomes relatively quick). Expected to rise). Thereafter, the ECU 20 performs the process of step S117 described above.

  When it is determined in the process of step S164 described above that the calculated temporary discharge amount is equal to or greater than the calculated minimum target discharge amount (step S164: No), the ECU 20 sets the throttle opening correction amount to the previous value. As the same (step S168), the process of step S117 described above is performed.

<First Modification>
The vehicle control process according to the first modification of the second embodiment will be described with reference to the flowchart of FIG.

  In FIG. 9, after the process of step S153 described above, the ECU 20 determines whether or not engine knock has occurred (step S157). Since various known modes can be applied to the engine knock detection method, a detailed description thereof will be omitted.

  When it is determined that engine knock has occurred (step S157: Yes), the ECU 20 calculates the advance amount of the ignition timing and subtracts it from the previous value so that the advance amount is reduced (step S158). As a result, it is expected that the temperature of the cylinder of the engine 11 is lowered and engine knock is eliminated. Thereafter, the ECU 20 performs the process of step S161 described above.

  On the other hand, when it is determined that no engine knock has occurred (step S157: No), the ECU 20 performs the process of step S154 described above.

<Second Modification>
A vehicle control process according to a second modification of the second embodiment will be described with reference to a flowchart of FIG.

  After it is determined that engine knock has occurred in the process of step S157 described above (step S157: Yes), the ECU 20 determines whether or not the previous advance amount is larger than the previous advance amount ( Step S251).

  When it is determined that the previous advance amount is larger than the previous advance amount (step S251: Yes), the ECU 20 calculates the advance amount of the ignition timing, and the previous value so that the advance amount is reduced. (Step S252). Here, if “the previous advance amount is larger than the previous advance amount”, it is considered that engine knock has occurred due to an increase in combustion energy resulting from the increase in the advance amount. Therefore, it is expected that engine knock can be eliminated by slightly reducing the advance amount.

  On the other hand, when it is determined that the previous advance amount is equal to or less than the advance amount of the previous time (step S251: No), the ECU 20 clears the advance amount of the ignition timing (that is, returns to the optimal ignition timing). (Step S253). Here, if “the previous advance amount is equal to or less than the previous advance amount”, it is considered that engine knock has occurred due to the cylinder of the engine 11 being overheated. Therefore, in order to eliminate engine knock, it is necessary to significantly reduce the amount of heat transmitted to the cylinder by clearing the advance amount.

  In the process of step S154 in FIG. 10, when it is determined that the calculated engine water temperature increase rate is equal to or higher than the calculated target engine water temperature increase rate (step S154: No), the ECU 20 calculates It is determined whether or not the engine water temperature increase rate is greater than the calculated target engine water temperature increase rate (step S254).

  When it is determined that the calculated engine water temperature increase rate is greater than the calculated target engine water temperature increase rate (step S254: Yes), the ECU 20 calculates the advance amount of the ignition timing, and the advance amount Is reduced from the previous value so as to be reduced (step S255). As a result, the engine water temperature increase rate is expected to approach the target engine water temperature increase rate.

  On the other hand, the calculated engine water temperature increase rate is equal to or less than the calculated target engine water temperature increase rate (that is, the calculated engine water temperature increase rate is equal to the calculated target engine water temperature increase rate). ) Is determined (step S254: No), the ECU 20 sets the advance amount of the ignition timing to be the same as the previous value (step S256).

<Third Modification>
A vehicle control process according to a third modification of the second embodiment will be described with reference to a flowchart of FIG.

  In the process of step S251 described above, when it is determined that the previous advance amount is equal to or less than the previous advance amount (step S251: No), the ECU 20 has a torque equivalent to the current output torque of the engine 11. A retard amount of the ignition timing that is output is calculated (step S257). If comprised in this way, the output fluctuation of the engine 11 can be suppressed, eliminating an engine knock, and it is very advantageous practically.

<Fourth Modification>
A vehicle control process according to a fourth modification of the second embodiment will be described with reference to the flowchart of FIG.

  In FIG. 12, after the process of step S153 described above, the ECU 20 determines whether or not a misfire has occurred (step S351). In addition, since various well-known aspects are applicable to misfire determination, the description about the detail is omitted.

  When it is determined that a misfire has occurred (step S351: Yes), the ECU 20 calculates the advance amount of the ignition timing and subtracts it from the previous value so that the advance amount is reduced (step S352). On the other hand, when it is determined that no misfire has occurred (step S351: No), the ECU 20 performs the process of step S154 described above.

<Fifth Modification>
A vehicle control process according to the fifth modification of the second embodiment will be described with reference to the flowchart of FIG.

  In FIG. 13, after the process of step S352 described above, the ECU 20 calculates the ignition timing for reignition (step S353).

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 11 ... Engine, 12 ... Power distribution mechanism, 13 ... Battery, 20 ... ECU, MG1, MG2 ... Motor generator

Claims (3)

A vehicle control device for a hybrid vehicle, comprising: an engine; a motor / generator capable of generating electric power using at least a part of the output power of the engine; and a battery capable of transmitting / receiving electric power to / from the motor / generator. And
When the temperature of the battery is equal to or lower than a predetermined temperature and the charging rate of the battery is equal to or higher than a predetermined charging rate, and there is a request to increase the engine water temperature of the engine, the engine is controlled so that the combustion timing related to the engine is advanced. A vehicle control device comprising control means for controlling and increasing the output of the motor / generator so as to satisfy a required output related to the hybrid vehicle.   The control means increases the amount of fuel supplied to the engine when the temperature of the battery is equal to or lower than the predetermined temperature and the charging rate of the battery is less than the predetermined charging rate and there is a request to increase the engine water temperature. The vehicle control device according to claim 1, wherein the motor generator is regeneratively controlled so as to satisfy the required output.   When the temperature of the battery is equal to or lower than the predetermined temperature and there is no request to increase the engine water temperature, the control means changes the amount of fuel supplied to the engine and satisfies the required output. The vehicle control device according to claim 1, wherein the output of the generator is increased or the motor generator is regeneratively controlled.