JP2017094824A - Hybrid vehicle control device - Google Patents

Hybrid vehicle control device Download PDF

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Publication number
JP2017094824A
JP2017094824A JP2015227515A JP2015227515A JP2017094824A JP 2017094824 A JP2017094824 A JP 2017094824A JP 2015227515 A JP2015227515 A JP 2015227515A JP 2015227515 A JP2015227515 A JP 2015227515A JP 2017094824 A JP2017094824 A JP 2017094824A
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vehicle
engine
predetermined
ecu
condition
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JP6544216B2 (en
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佳佑 池田
Keisuke Ikeda
佳佑 池田
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2015227515A priority Critical patent/JP6544216B2/en
Priority to CN201610953352.8A priority patent/CN106740827B/en
Priority to DE102016222573.1A priority patent/DE102016222573A1/en
Publication of JP2017094824A publication Critical patent/JP2017094824A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device that can improve acceleration performance of a vehicle when an internal combustion engine re-starts up after automatic stop.SOLUTION: ECU 7 of the vehicle 1 controls an engine 2 to automatically stop when a predetermined stop condition is satisfied during driving of the vehicle 1, re-start the engine 2 when a predetermined re-start condition is satisfied, and changes the predetermined stop condition and the predetermined re-start condition based on a condition that a vehicle speed of the vehicle 1 is equal to or higher than a predetermined threshold Vx.SELECTED DRAWING: Figure 1

Description

本発明は、ハイブリッド車両の制御装置に関し、特に、ハイブリッド車両の内燃機関を自動で停止および再始動させるハイブリッド車両の制御装置に関する。   The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle that automatically stops and restarts an internal combustion engine of the hybrid vehicle.

アクセルペダルのＯＮ・ＯＦＦ状態に基づいて内燃機関を自動停止および再始動させるアイドリングストップ機能を有するハイブリッド車両が知られている。このハイブリッド車両にあっては、アクセルペダルがＯＦＦの状態で自動停止している間に、運転者がアクセルペダルをＯＮする操作を行ってから車両が発進するまでに、開放されたクラッチを接続することや内燃機関が完爆するまでの処理を行う必要がある。
これにより、アクセルペダルがＯＮしてから車両が発進するまでにタイムラグが発生してしまい、車両の発進時の応答性が低下してしまう。 There is known a hybrid vehicle having an idling stop function for automatically stopping and restarting an internal combustion engine based on an ON / OFF state of an accelerator pedal. In this hybrid vehicle, while the accelerator pedal is automatically stopped with the accelerator pedal being OFF, the released clutch is connected after the driver performs an operation to turn ON the accelerator pedal until the vehicle starts. In addition, it is necessary to perform processing until the internal combustion engine is completely exploded.
As a result, a time lag occurs between the time when the accelerator pedal is turned on and the time when the vehicle starts, and the responsiveness when the vehicle starts is reduced.

従来、アクセルペダルがＯＮしてから車両が発進するまでの時間を短縮させるために、アクセルペダルがＯＮしてから内燃機関が再始動されるまでの間にモータの出力トルクによって車両を発進させることにより、車両の発進時の応答性を向上できるものが知られている（例えば、特許文献１参照）。   Conventionally, in order to shorten the time from when the accelerator pedal is turned on until the vehicle starts, the vehicle is started by the output torque of the motor from when the accelerator pedal is turned on until the internal combustion engine is restarted. By this, what can improve the responsiveness at the time of start of a vehicle is known (for example, refer to patent documents 1).

特開平６−２８５８３３号公報JP-A-6-285833

しかしながら、モータは、高回転になる程、出力トルクが小さくなるという特性を有する。これにより、特許文献１に記載されるハイブリッド車両は、車両の走行中の高速域において、内燃機関が自動停止された状態でアクセルペダルがＯＮされてから内燃機関が再始動される場合までの間にモータを駆動した場合に、車速に対してモータの出力トルクが不足してしまう。
したがって、内燃機関が自動停止してから再始動するまでに十分な加速感を得ることができないおそれがある。 However, the motor has a characteristic that the output torque decreases as the rotation speed increases. As a result, the hybrid vehicle described in Patent Document 1 has a high-speed range during travel of the vehicle, from when the accelerator pedal is turned on while the internal combustion engine is automatically stopped to when the internal combustion engine is restarted. When the motor is driven, the motor output torque is insufficient with respect to the vehicle speed.
Therefore, there is a possibility that sufficient acceleration cannot be obtained after the internal combustion engine is automatically stopped and restarted.

本発明は、上記のような問題点に着目してなされたものであり、内燃機関が自動停止してから再始動されるときの車両の加速性能を向上できるハイブリッド車両の制御装置を提供することを目的とするものである。   The present invention has been made paying attention to the above-described problems, and provides a hybrid vehicle control device capable of improving the acceleration performance of the vehicle when the internal combustion engine is restarted after being automatically stopped. It is intended.

本発明は、駆動源として内燃機関とモータとを備えたハイブリッド車両に設けられ、前記ハイブリッド車両の走行中に、所定の停止条件が成立すると前記内燃機関を停止し、所定の再始動条件が成立すると前記内燃機関を再始動させる制御装置であって、前記ハイブリッド車両の車速が所定の条件を満たすと、前記所定の停止条件および前記所定の再始動条件を変更する変更部を有する。   The present invention is provided in a hybrid vehicle having an internal combustion engine and a motor as drive sources, and when the predetermined stop condition is satisfied while the hybrid vehicle is running, the internal combustion engine is stopped and the predetermined restart condition is satisfied. Then, the control device restarts the internal combustion engine, and includes a changing unit that changes the predetermined stop condition and the predetermined restart condition when a vehicle speed of the hybrid vehicle satisfies a predetermined condition.

本発明によれば、内燃機関が自動停止してから再始動されるときの車両の加速性能を向上できる。   According to the present invention, it is possible to improve the acceleration performance of the vehicle when the internal combustion engine is automatically stopped and then restarted.

図１は、本発明の一実施の形態に係る制御装置を備えたハイブリッド車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a hybrid vehicle including a control device according to an embodiment of the present invention. 図２は、本発明の一実施の形態に係るハイブリッド車両の制御装置によるアイドリングストップ処理のフローチャートである。FIG. 2 is a flowchart of an idling stop process performed by the hybrid vehicle control apparatus according to the embodiment of the present invention. 図３は、本発明の一実施の形態に係るハイブリッド車両の制御装置によるアイドリングストップ処理のタイムチャートである。FIG. 3 is a time chart of the idling stop process by the hybrid vehicle control device according to the embodiment of the present invention.

以下、本発明に係るハイブリッド車両の制御装置の実施の形態について、図面を用いて説明する。
図１〜図３は、本発明の一実施の形態に係るハイブリッド車両の制御装置を示す図である。 Embodiments of a control apparatus for a hybrid vehicle according to the present invention will be described below with reference to the drawings.
1 to 3 are diagrams showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention.

まず、構成を説明する。
図１において、ハイブリッド車両（以下、単に車両という）１は、内燃機関としてのエンジン２と、変速機３と、モータジェネレータ４と、スタータモータ５と、バッテリ６Ａ、６Ｂと、インバータ３１と、ＥＣＵ（Electronic Control Unit）７とを含んで構成される。本実施の形態のエンジン２およびモータジェネレータ４は、本発明の駆動源を構成し、モータジェネレータ４は、本発明のモータを構成する。 First, the configuration will be described.
In FIG. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, a starter motor 5, batteries 6A and 6B, an inverter 31, and an ECU. (Electronic Control Unit) 7. The engine 2 and the motor generator 4 of the present embodiment constitute a drive source of the present invention, and the motor generator 4 constitutes a motor of the present invention.

エンジン２には、複数の気筒が形成されている。本実施の形態のエンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行うように構成されている。   The engine 2 is formed with a plurality of cylinders. The engine 2 of the present embodiment is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

変速機３は、エンジン２の動力を変速し、変速したエンジン２の動力をディファレンシャル装置９からドライブシャフト１０を介して駆動輪１１に伝達する。なお、ドライブシャフト１０および駆動輪１１は、車両１の左右に一対設けられているが、図１では一方のみを図示している。   The transmission 3 shifts the power of the engine 2 and transmits the shifted power of the engine 2 from the differential device 9 to the drive wheels 11 via the drive shaft 10. The drive shaft 10 and the drive wheel 11 are provided as a pair on the left and right sides of the vehicle 1, but only one of them is shown in FIG.

変速機３としては、ＭＴ(Manual Transmission)、ＡＴ(Automatic Transmission)、ＣＶＴ（Continuously Variable Transmission）、ＡＭＴ(Automated Manual Transmission)を用いてもよく、特に限定されるものではない。   As the transmission 3, MT (Manual Transmission), AT (Automatic Transmission), CVT (Continuously Variable Transmission), and AMT (Automated Manual Transmission) may be used, and are not particularly limited.

モータジェネレータ４は、バッテリ６Ａから供給された電力によって駆動されることにより、ディファレンシャル装置９を回転させる電動機として機能する。モータジェネレータ４は、その出力軸がベルト８を介してディファレンシャル装置９と連動する。   The motor generator 4 functions as an electric motor that rotates the differential device 9 by being driven by the electric power supplied from the battery 6A. The motor generator 4 has its output shaft interlocked with a differential device 9 via a belt 8.

電動機として機能するモータジェネレータ４は、車両１の高負荷運転時等にエンジン２をアシストする。また、モータジェネレータ４は、エンジン２が停止中に単独でディファレンシャル装置９を回転させることにより、車両１を走行させるモータ走行モードを実施する。   The motor generator 4 that functions as an electric motor assists the engine 2 when the vehicle 1 is operating at a high load. The motor generator 4 implements a motor travel mode in which the vehicle 1 travels by rotating the differential device 9 independently while the engine 2 is stopped.

モータジェネレータ４は、ディファレンシャル装置９によって駆動されることにより、バッテリ６Ａに充電する電力を生成する発電機として機能する。これにより、モータジェネレータ４は、車両１の制動力を回生する。   The motor generator 4 functions as a generator that generates electric power for charging the battery 6 </ b> A by being driven by the differential device 9. Thereby, the motor generator 4 regenerates the braking force of the vehicle 1.

インバータ３１は、モータジェネレータ４を力行させるときには、バッテリ６Ａが放電した直流電力を交流電力に変換させてモータジェネレータ４に供給し、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力を直流電力に変換させてバッテリ６Ａに充電する。   The inverter 31 converts the DC power discharged by the battery 6 </ b> A into AC power and supplies the AC power to the motor generator 4 when the motor generator 4 is powered. When the motor generator 4 is regenerated, the inverter 31 uses the AC power generated by the motor generator 4. The battery 6A is charged by converting into DC power.

スタータモータ５は、イグニッションスイッチ（以下、「ＩＧ」と記す）１２によるエンジン２を始動させるためのエンジン始動操作に応じて、バッテリ６Ｂから供給された電力によって駆動される。   The starter motor 5 is driven by electric power supplied from the battery 6 </ b> B in response to an engine start operation for starting the engine 2 by an ignition switch (hereinafter referred to as “IG”) 12.

スタータモータ５は、エンジン２の始動操作（ＩＧ１２のＯＮ操作）に応じて、エンジン２の出力軸を回転させることにより、エンジン２を始動させるとともに、後述するアイドリングストップ機能により自動停止されたエンジン２を再始動させる。   The starter motor 5 starts the engine 2 by rotating the output shaft of the engine 2 according to the start operation of the engine 2 (ON operation of the IG 12), and the engine 2 that is automatically stopped by an idling stop function described later. Is restarted.

バッテリ６Ｂは、充電可能な二次電池から構成されている。バッテリ６Ｂは、例えば、鉛電池からなる。バッテリ６Ｂは、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧バッテリである。
バッテリ６Ａは、バッテリ６Ｂより高電圧を発生するようにセルの個数等が設定された高電圧バッテリであり、例えば、リチウムイオン電池から構成される。
バッテリ６Ａ、６Ｂは、モータジェネレータ４およびスタータモータ５に加えて、エンジン２のインジェクタ１３および図示しない補機類等の電源として機能する。 The battery 6B is composed of a rechargeable secondary battery. The battery 6B is made of, for example, a lead battery. The battery 6B is a low voltage battery in which the number of cells and the like are set so as to generate an output voltage of about 12V.
The battery 6A is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the battery 6B.
The batteries 6A and 6B function as a power source for the injector 13 of the engine 2 and auxiliary equipment (not shown) in addition to the motor generator 4 and the starter motor 5.

ＥＣＵ７は、それぞれ図示しないＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータ等を保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。   The ECU 7 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. The computer unit is provided.

コンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、このコンピュータユニットをＥＣＵ７として機能させるためのアイドリングストップ制御プログラムを含んだプログラムが格納されている。すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、当該コンピュータユニットは、本実施の形態におけるＥＣＵ７として機能する。   The ROM of the computer unit stores a program including an idling stop control program for causing the computer unit to function as the ECU 7 as well as various constants and maps. That is, when the CPU executes a program stored in the ROM using the RAM as a work area, the computer unit functions as the ECU 7 in the present embodiment.

ＥＣＵ７の入力ポートには、ＩＧ１２に加えて、モータジェネレータ４の駆動電流値を検出する電流センサ１４と、車速を検出する車速センサ１５と、アクセルペダル１６の操作量（以下、単に「アクセル開度」という）を検出するアクセル開度センサ１７と、ブレーキペダル１８の操作量を検出するブレーキストロークセンサ１９とを含む各種スイッチ類および各種センサ類が接続されている。   In addition to the IG 12, the input port of the ECU 7 includes, in addition to the IG 12, a current sensor 14 that detects the drive current value of the motor generator 4, a vehicle speed sensor 15 that detects the vehicle speed, and an operation amount of the accelerator pedal 16 (hereinafter simply referred to as “accelerator opening degree”). Are connected to various switches and sensors including an accelerator opening sensor 17 that detects the amount of operation of the brake pedal 18 and a brake stroke sensor 19 that detects the amount of operation of the brake pedal 18.

ＥＣＵ７の出力ポートには、モータジェネレータ４およびインジェクタ１３を含む各種制御対象類が接続されている。ＥＣＵ７は、各種スイッチ類および各種センサ類から得られる情報に基づいて、各種制御対象類を制御する。   Various control objects including the motor generator 4 and the injector 13 are connected to the output port of the ECU 7. The ECU 7 controls various control objects based on information obtained from various switches and various sensors.

ＥＣＵ７は、予め設定された所定の停止条件が成立した場合にエンジン２を停止させ、予め設定された所定の再始動条件が成立した場合にエンジン２を再始動させるアイドリングストップ機能を有する。   The ECU 7 has an idling stop function for stopping the engine 2 when a predetermined stop condition set in advance is satisfied and restarting the engine 2 when a predetermined restart condition set in advance is satisfied.

本実施の形態における所定の停止条件は、車両１の中高速域においては、ブレーキストロークセンサ１９によって検出されたブレーキペダル１８の操作量が規定量以上、すなわち、ブレーキによる制動力が発生したこととし、車両１の低速域においては、アクセル開度センサ１７によって検出されたアクセル開度が実質的に０（すなわち、アクセルペダル１６がＯＦＦ）であることとする。   The predetermined stop condition in the present embodiment is that, in the middle and high speed range of the vehicle 1, the operation amount of the brake pedal 18 detected by the brake stroke sensor 19 is equal to or greater than a predetermined amount, that is, a braking force is generated by the brake. In the low speed range of the vehicle 1, the accelerator opening detected by the accelerator opening sensor 17 is substantially 0 (that is, the accelerator pedal 16 is OFF).

本実施の形態における所定の再始動条件は、車両１の中高速域においては、ブレーキストロークセンサ１９によって検出されたブレーキペダル１８の操作量が実質的に０であることとし、車両１の低速域においては、アクセル開度センサ１７によって検出されたアクセル開度が０よりも大きい、すなわち、アクセルペダル１６がＯＮであることとする。
また、ＥＣＵ７は、車速センサ１５の車速情報に基づき、車速が所定の条件を満たすと、所定の停止条件および所定の再始動条件を変更する。 The predetermined restart condition in the present embodiment is that the amount of operation of the brake pedal 18 detected by the brake stroke sensor 19 is substantially zero in the middle and high speed range of the vehicle 1. , It is assumed that the accelerator opening detected by the accelerator opening sensor 17 is larger than 0, that is, the accelerator pedal 16 is ON.
Further, based on the vehicle speed information of the vehicle speed sensor 15, the ECU 7 changes the predetermined stop condition and the predetermined restart condition when the vehicle speed satisfies a predetermined condition.

本実施の形態の所定の条件としては、車速センサ１５が検出した車速が予め定められた閾値Ｖｘ以上であることとする。
本実施の形態の閾値Ｖｘは、エンジン２の再始動時にモータジェネレータ４によってディファレンシャル装置９を駆動する際に、車両１の加速性能が低下することを防止できる出力トルクを発生可能な速度の上限値に設定されており、車両１の低速域と中速域との境界の速度に設定されている。 The predetermined condition of the present embodiment is that the vehicle speed detected by the vehicle speed sensor 15 is equal to or higher than a predetermined threshold value Vx.
The threshold value Vx of the present embodiment is the upper limit value of the speed at which output torque can be generated that can prevent the acceleration performance of the vehicle 1 from being lowered when the differential device 9 is driven by the motor generator 4 when the engine 2 is restarted. Is set to the boundary speed between the low speed range and the medium speed range of the vehicle 1.

具体的には、ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、アクセル開度が実質的に０になってもエンジン２の自動停止を行わない。ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、ブレーキペダル１８の操作量が規定量以上となったら、エンジン２の自動停止を行う。すなわち、ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、ブレーキペダル１８が操作された以外の条件では、エンジン２の自動停止を行わない。   Specifically, when the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 does not automatically stop the engine 2 even when the accelerator opening is substantially zero. When the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 automatically stops the engine 2 when the operation amount of the brake pedal 18 becomes equal to or greater than a specified amount. That is, when the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 does not automatically stop the engine 2 under conditions other than the operation of the brake pedal 18.

ＥＣＵ７は、車速が閾値Ｖｘ未満の場合には、アクセル開度が実質的に０になったら、エンジン２の自動停止を行う。
また、ＥＣＵ７は、車速が閾値Ｖｘ未満である場合にエンジン２が自動停止された状態において、アクセル開度が０よりも大きくなったら、エンジン２の再始動を行う。 When the vehicle speed is less than the threshold value Vx, the ECU 7 automatically stops the engine 2 when the accelerator opening is substantially zero.
In addition, the ECU 7 restarts the engine 2 when the accelerator opening is larger than 0 in a state where the engine 2 is automatically stopped when the vehicle speed is less than the threshold value Vx.

このようにＥＣＵ７は、車速が所定の条件を満たすと、所定の停止条件および所定の再始動条件を変更するアイドリングストップ条件変更部２０を構成する。本実施の形態のＥＣＵ７は、本発明の変更部を構成する。   In this way, the ECU 7 constitutes the idling stop condition changing unit 20 that changes the predetermined stop condition and the predetermined restart condition when the vehicle speed satisfies the predetermined condition. The ECU 7 of the present embodiment constitutes a changing unit of the present invention.

ＥＣＵ７は、モータジェネレータ４の駆動を制御するモータトルク制御部２１としての機能を有する。例えば、ＥＣＵ７は、車速が閾値Ｖｘ未満でエンジン２が自動停止している状態で所定の再始動条件が成立した場合には、ディファレンシャル装置９を回転させるようにモータジェネレータ４を制御する。
これに加えて、ＥＣＵ７は、インジェクタ１３による燃料の噴射を開始させることにより、エンジン２を再始動させる。 The ECU 7 has a function as a motor torque control unit 21 that controls driving of the motor generator 4. For example, the ECU 7 controls the motor generator 4 to rotate the differential device 9 when a predetermined restart condition is satisfied in a state where the vehicle speed is less than the threshold value Vx and the engine 2 is automatically stopped.
In addition to this, the ECU 7 restarts the engine 2 by starting fuel injection by the injector 13.

以上のように構成されたＥＣＵ７によるエンジン２のアイドリングストップ制御について図２、図３を参照して説明する。図２に示すフローチャートは、アイドリングストップ制御のフローチャートである。このフローチャートは、ＥＣＵ７のＲＯＭに格納されたアイドリングストップ制御プログラムによって実行される。   The idling stop control of the engine 2 by the ECU 7 configured as described above will be described with reference to FIGS. The flowchart shown in FIG. 2 is a flowchart of idling stop control. This flowchart is executed by an idling stop control program stored in the ROM of the ECU 7.

まず、ＥＣＵ７は、車速が閾値Ｖｘ以上であるか否かを判別する（ステップＳ１）。ＥＣＵ７は、車速が閾値Ｖｘ以上であるものと判断した場合に、ブレーキストロークセンサ１９の検出情報に基づいてブレーキペダル１８の操作量が規定量以上であるか否かを判別する（ステップＳ２）。   First, the ECU 7 determines whether or not the vehicle speed is equal to or higher than a threshold value Vx (step S1). When the ECU 7 determines that the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 determines whether or not the operation amount of the brake pedal 18 is equal to or greater than a specified amount based on the detection information of the brake stroke sensor 19 (step S2).

ＥＣＵ７は、ブレーキペダル１８の操作量が規定量以上でないものと判断した場合に、今回の処理を終了する。ステップＳ２において、ＥＣＵ７は、ブレーキペダル１８の操作量が規定量以上であるものと判断した場合に、ブレーキペダル１８の踏み込みによる制動が行われたものと判断し、インジェクタ１３から燃料を噴射することを停止してエンジン２を自動停止させる（ステップＳ３）。   When the ECU 7 determines that the operation amount of the brake pedal 18 is not equal to or greater than the specified amount, the ECU 7 ends the current process. In step S <b> 2, when the ECU 7 determines that the operation amount of the brake pedal 18 is equal to or greater than the specified amount, the ECU 7 determines that the braking by the depression of the brake pedal 18 has been performed and injects fuel from the injector 13. And the engine 2 is automatically stopped (step S3).

次いで、ＥＣＵ７は、ブレーキストロークセンサ１９の検出情報に基づいてブレーキペダル１８の操作量が規定量未満であるか否かを判別する（ステップＳ４）。ＥＣＵ７は、ブレーキペダル１８の操作量が規定量未満でないものと判断した場合には、ブレーキペダル１８の踏み込みによる制動が継続されているものと判断してステップＳ３に処理を戻す。   Next, the ECU 7 determines whether or not the operation amount of the brake pedal 18 is less than a specified amount based on the detection information of the brake stroke sensor 19 (step S4). When the ECU 7 determines that the operation amount of the brake pedal 18 is not less than the specified amount, the ECU 7 determines that braking by the depression of the brake pedal 18 is continued and returns the process to step S3.

ステップＳ４において、ＥＣＵ７は、ブレーキペダル１８の操作量が規定量未満であるものと判断した場合には、ブレーキペダル１８の踏み込みが解除されたものと判断して、エンジン２を再始動させた後、今回の処理を終了する。エンジン２を再始動させる場合には、インジェクタ１３から燃料の噴射を行う。   In step S4, when the ECU 7 determines that the operation amount of the brake pedal 18 is less than the specified amount, the ECU 7 determines that the depression of the brake pedal 18 is released and restarts the engine 2. This processing is terminated. When the engine 2 is restarted, fuel is injected from the injector 13.

一方、ステップＳ１において、ＥＣＵ７は、車速が閾値Ｖｘ未満であるものと判断した場合にはアクセル開度センサ１７からの検出情報に基づいてアクセル開度が０（アクセルペダル１６がＯＦＦ）であるか否かを判別する（ステップＳ６）。   On the other hand, if the ECU 7 determines in step S1 that the vehicle speed is less than the threshold value Vx, whether the accelerator opening is 0 (accelerator pedal 16 is OFF) based on detection information from the accelerator opening sensor 17 or not. It is determined whether or not (step S6).

ＥＣＵ７は、アクセル開度が０より大きい場合には運転者によってアクセルペダル１６が踏み込まれているものと判断してステップＳ６の処理に戻り、アクセル開度が０である場合には運転者によってアクセルペダル１６が踏み込まれていないものと判断してエンジン２を自動停止する（ステップＳ７）。   When the accelerator opening is larger than 0, the ECU 7 determines that the accelerator pedal 16 is depressed by the driver and returns to the process of step S6. When the accelerator opening is 0, the ECU 7 It is determined that the pedal 16 is not depressed, and the engine 2 is automatically stopped (step S7).

次いで、ＥＣＵ７は、アクセル開度センサ１７からの検出情報に基づいてアクセル開度が０より大（アクセルペダル１６がＯＮ）である否かを判別する（ステップＳ８）。ステップＳ８において、ＥＣＵ７は、アクセル開度が０である場合には運転者によってアクセルペダル１６が踏み込まれていないものと判断してステップＳ８の処理に戻る。   Next, the ECU 7 determines whether or not the accelerator opening is larger than 0 (accelerator pedal 16 is ON) based on detection information from the accelerator opening sensor 17 (step S8). In step S8, if the accelerator opening is 0, the ECU 7 determines that the accelerator pedal 16 is not depressed by the driver, and returns to the process of step S8.

ステップＳ８において、ＥＣＵ７は、アクセル開度が０より大きい場合には運転者によってアクセルペダル１６が踏み込まれているものと判断してエンジン２の再始動を行った後（ステップＳ９）、今回の処理を終了する。   In step S8, if the accelerator opening is larger than 0, the ECU 7 determines that the accelerator pedal 16 is depressed by the driver and restarts the engine 2 (step S9). Exit.

図３は、アイドリングストップ制御のタイミングチャートを示す。図３において、横軸は、時間Ｔを示し、縦軸は、車速Ｖの大きさ、ブレーキペダルの操作量、アクセルペダルの操作量、エンジン２の運転および停止状態を示す。   FIG. 3 shows a timing chart of the idling stop control. In FIG. 3, the horizontal axis indicates time T, and the vertical axis indicates the magnitude of the vehicle speed V, the operation amount of the brake pedal, the operation amount of the accelerator pedal, and the operation and stop states of the engine 2.

図３において、車速が閾値Ｖｘを超えた車速範囲Ｌ１内にある場合には、アクセルペダル１６がＯＦＦ（アクセル開度が０）になっても、エンジン２の自動停止が行われず、ブレーキペダル１８が踏み込まれた場合にのみエンジン２が自動停止される。   In FIG. 3, when the vehicle speed is in the vehicle speed range L1 exceeding the threshold value Vx, the engine 2 is not automatically stopped even when the accelerator pedal 16 is turned off (the accelerator opening is 0), and the brake pedal 18 The engine 2 is automatically stopped only when is depressed.

また、車速が閾値Ｖｘ未満の車速範囲Ｌ２内にある場合には、アクセルペダル１６がＯＦＦ（アクセル開度が０）になったら、エンジン２の自動停止が行われる。   Further, when the vehicle speed is within the vehicle speed range L2 less than the threshold value Vx, the engine 2 is automatically stopped when the accelerator pedal 16 is turned off (the accelerator opening is 0).

以上、本実施の形態の車両１のＥＣＵ７は、車両１の走行中に、所定の停止条件が成立するとエンジン２を自動停止し、所定の再始動条件が成立するとエンジン２を再始動させるように設定されており、車両１の車速が予め定められた閾値Ｖｘ以上であることを条件として、所定の停止条件および所定の再始動条件を変更する。   As described above, the ECU 7 of the vehicle 1 according to the present embodiment automatically stops the engine 2 when the predetermined stop condition is satisfied while the vehicle 1 is traveling, and restarts the engine 2 when the predetermined restart condition is satisfied. The predetermined stop condition and the predetermined restart condition are changed on condition that the vehicle speed of the vehicle 1 is set to be equal to or higher than a predetermined threshold value Vx.

これにより、車両１が低速で走行しているときにエンジン２が再始動されてからエンジン２が完爆するまでの間は、低速回転で高トルクを発生するモータジェネレータ４によってディファレンシャル装置９を駆動し、車両１を加速することができる。   Thus, when the vehicle 1 is traveling at a low speed, the differential generator 9 is driven by the motor generator 4 that generates high torque at a low speed rotation after the engine 2 is restarted until the engine 2 is completely exploded. The vehicle 1 can be accelerated.

このため、エンジン２が自動停止されている状態でアクセルペダル１６が踏み込まれてからエンジン２が完爆するまでの間にモータジェネレータ４の出力トルクによって車両１を十分に加速させることができる。   For this reason, the vehicle 1 can be sufficiently accelerated by the output torque of the motor generator 4 during the period from when the accelerator pedal 16 is depressed while the engine 2 is automatically stopped until the engine 2 is completely exploded.

このため、運転者によってアクセルペダル１６が踏み込まれてからエンジン２が完爆するまでのタイムラグにおいて、エンジン２の出力が低下することを防止することができる。この結果、運転者に十分な加速感を与えることができる。   For this reason, it is possible to prevent the output of the engine 2 from decreasing in the time lag from when the accelerator pedal 16 is depressed by the driver until the engine 2 is completely exploded. As a result, a sufficient acceleration feeling can be given to the driver.

一方、車速に対してモータジェネレータ４の出力トルクが不足する車両１の中高速域では、ブレーキペダル１８の操作量が規定量以上にならない限りは、エンジン２の自動停止が行われない。これにより、車両１の中高速域において、運転者に十分な加速感を与えることができる。   On the other hand, in the middle and high speed range of the vehicle 1 where the output torque of the motor generator 4 is insufficient with respect to the vehicle speed, the engine 2 is not automatically stopped unless the operation amount of the brake pedal 18 exceeds a specified amount. Thereby, a sufficient acceleration feeling can be given to the driver in the middle and high speed range of the vehicle 1.

すなわち、本実施の形態のＥＣＵ７は、車両１の低回転域においてエンジン２の燃費が低下することを防止しつつ、エンジン２が再始動されるときの加速性能を低速域から高速域に亙って向上できる。   That is, the ECU 7 of the present embodiment increases the acceleration performance when the engine 2 is restarted from the low speed range to the high speed range while preventing the fuel consumption of the engine 2 from being reduced in the low rotation range of the vehicle 1. Can be improved.

また、本実施の形態のＥＣＵ７によれば、車両１の車速が閾値Ｖｘ以上であること、および車両１を制動するブレーキペダル１８の作動状態に基づいてエンジン２の所定の停止条件および所定の再始動条件を変更する。   Further, according to the ECU 7 of the present embodiment, the predetermined stop condition and the predetermined re-start of the engine 2 are determined based on the vehicle speed of the vehicle 1 being equal to or higher than the threshold value Vx and the operating state of the brake pedal 18 that brakes the vehicle 1. Change the starting conditions.

これにより、モータジェネレータ４の出力トルクが不足する中高速域において、ブレーキペダル１８の作動状態に応じてエンジン２の自動停止および再始動を実施することができる。このため、ブレーキペダル１８の踏み込み後に運転者によってアクセルペダル１６の踏み込みが行われた場合に、アクセルペダルの踏み込みから実際の加速までのタイムラグよるエンジン２の出力低下を、運転者に感じさせ難くできる。   As a result, the engine 2 can be automatically stopped and restarted according to the operating state of the brake pedal 18 in the middle and high speed range where the output torque of the motor generator 4 is insufficient. For this reason, when the accelerator pedal 16 is depressed by the driver after the brake pedal 18 is depressed, it is difficult for the driver to feel a decrease in the output of the engine 2 due to a time lag from the depression of the accelerator pedal to the actual acceleration. .

なお、本実施の形態のモータジェネレータ４は、ベルト８を介してディファレンシャル装置９に連結されているが、これに限らず、モータジェネレータ４をベルト等の伝達機構を介してエンジン２の出力軸に連結してもよい。   The motor generator 4 of the present embodiment is connected to the differential device 9 via the belt 8, but is not limited to this, and the motor generator 4 is connected to the output shaft of the engine 2 via a transmission mechanism such as a belt. You may connect.

本発明の実施の形態を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。   While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１...ハイブリッド車両、２...エンジン（内燃機関、駆動源）、４...モータジェネレータ（モータ、駆動源）、７...ＥＣＵ（変更部）、１８...ブレーキペダル、Ｖｘ...閾値   DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 2 ... Engine (internal combustion engine, drive source), 4 ... Motor generator (motor, drive source), 7 ... ECU (change part), 18 ... Brake pedal, Vx ... Threshold

Claims (2)

駆動源として内燃機関とモータとを備えたハイブリッド車両に設けられ、前記ハイブリッド車両の走行中に、所定の停止条件が成立すると前記内燃機関を停止し、所定の再始動条件が成立すると前記内燃機関を再始動させる制御装置であって、
前記ハイブリッド車両の車速が所定の条件を満たすと、前記所定の停止条件および前記所定の再始動条件を変更する変更部を有することを特徴とするハイブリッド車両の制御装置。 Provided in a hybrid vehicle having an internal combustion engine and a motor as a drive source. When the hybrid vehicle is running, the internal combustion engine is stopped when a predetermined stop condition is satisfied, and the internal combustion engine is satisfied when a predetermined restart condition is satisfied. A control device for restarting
A control device for a hybrid vehicle, comprising: a change unit that changes the predetermined stop condition and the predetermined restart condition when a vehicle speed of the hybrid vehicle satisfies a predetermined condition. 前記変更部は、前記ハイブリッド車両の車速が予め定められた閾値以上であることを前記所定の停止条件とし、当該所定の停止条件と、ブレーキペダルの作動状態とに基づいて前記所定の停止条件および前記所定の再始動条件を変更することを特徴とする請求項１に記載のハイブリッド車両の制御装置。   The change unit sets the predetermined stop condition that the vehicle speed of the hybrid vehicle is equal to or higher than a predetermined threshold, and determines the predetermined stop condition and the predetermined stop condition based on the predetermined stop condition and an operating state of a brake pedal. The hybrid vehicle control device according to claim 1, wherein the predetermined restart condition is changed.
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