JP2020117102A - Hybrid vehicle control device - Google Patents

Abstract

To improve energy efficiency in a hybrid vehicle comprising an engine which can be switched between full cylinder operation and reduced cylinder operation, and a motor generator assisting operation of the engine, and driven by the engine thereby generating power.SOLUTION: An engine 10 can be switched between full cylinder operation operating all of a plurality of cylinders 11 and reduced cylinder operation resting a part of cylinders 11 of the plurality of cylinders 11 and operating the rest of the cylinders 11. An ECU 100 performs power generation restriction control restricting power generation torque of a motor generator 30 so that switching between full cylinder operation and reduced cylinder operation does not occur when it is estimated that there occurs switching between full cylinder operation and reduced cylinder operation when power is generated with the motor generator 30 at the power generation torque set on the basis of a traveling state of the vehicle 1 and a fuel consumption ratio map.SELECTED DRAWING: Figure 7

Description

The technology disclosed herein belongs to the technical field of control devices for hybrid vehicles.

BACKGROUND ART Conventionally, a control device for a hybrid vehicle having an engine and a motor that is connected to an output shaft of the engine and assists the operation of the engine is known.

For example, a control device for a hybrid vehicle described in Patent Document 1 is a hybrid vehicle having an internal combustion engine and an electric motor capable of generating power as a power source, and a target drive of the internal combustion engine from a speed of the hybrid vehicle and a shift stage of a transmission mechanism. Target driving force setting means for setting the force to an optimum point at which the fuel consumption of the internal combustion engine is minimized, and a target drive force for moving the target driving force of the internal combustion engine from the optimum point according to the efficiency of the electric motor (motor). Force moving means, internal combustion engine control means for controlling the operation of the internal combustion engine so as to obtain the target driving force of the moved internal combustion engine, required driving force required for driving wheels, and the moved internal combustion engine The electric motor control unit controls the operation of the electric motor so that the difference between the target driving force and the target driving force of the electric motor is supplemented/absorbed by power running/regeneration by the electric motor.

JP, 2013-52801, A

In the hybrid vehicle as described in Patent Document 1, the target driving force of the engine is set based on the fuel consumption and the efficiency of the motor, and energy consumption can be suppressed.

By the way, in an engine having a plurality of cylinders, in order to improve fuel efficiency, all cylinders are operated based on the operating state of the engine, and some cylinders are deactivated and the remaining cylinders are operated. There is one that switches between the reduced cylinder operation to be performed. When the control device as disclosed in Patent Document 1 is applied to such an engine, the required driving force of the engine changes depending on the efficiency of the motor, and as a result, the all-cylinder operation and the reduced-cylinder operation may be switched. ..

Generally, when the generated engine torque is the same, the reduced-cylinder operation has better fuel economy than the all-cylinder operation. For this reason, if the required driving force of the engine changes according to the efficiency of the motor generator, and as a result, switching from reduced-cylinder operation to full-cylinder operation occurs, fuel consumption may worsen and the energy efficiency of the hybrid vehicle may worsen. There is.

The technology disclosed herein is made in view of such a point, and an object thereof is to provide an engine capable of switching between all-cylinder operation and reduced-cylinder operation, and to assist the operation of the engine, To improve energy efficiency in a hybrid vehicle including a motor generator that is driven by the engine to generate electricity.

In order to solve the above-mentioned problems, in the technique disclosed herein, an engine having a plurality of cylinders and an output shaft of the engine are connected to assist the operation of the engine and drive the engine. Targeting a control device for a hybrid vehicle having a motor generator that generates electric power, a storage unit that stores a fuel consumption rate map showing a fuel consumption rate of the engine based on an operating state of the engine, a traveling state of the hybrid vehicle, and the fuel consumption rate A motor control unit that calculates a power generation torque of the motor generator based on a map and executes power generation control that operates the motor generator so that power generation is performed with the calculated power generation torque; A battery for accumulating electric power, the engine is a full cylinder operation in which all of the plurality of cylinders are operated according to a traveling state of the hybrid vehicle, and some of the plurality of cylinders are operated. It is an engine capable of switching between a cylinder cut-off operation in which the cylinders are deactivated and the remaining cylinders are operated, and the motor control unit controls the motor generator with a power generation torque set based on the traveling state of the hybrid vehicle and the fuel consumption rate map. When it is estimated that the switching between the all-cylinder operation and the reduced-cylinder operation will occur when power generation is performed, the power-generation torque of the motor generator is set so that the switching between the all-cylinder operation and the reduced-cylinder operation does not occur. It is assumed that the power generation restriction control that restricts the above is executed.

According to this configuration, even if power is generated by the motor generator, switching between full-cylinder operation and reduced-cylinder operation does not occur, so that energy efficiency can be improved.

That is, when power is generated by the motor generator, a load is applied to the engine, so that the torque of the engine increases according to the power generation torque. That is, the power generation by the motor generator can change the operating state of the engine to a state in which the fuel consumption rate is improved. On the other hand, as a result of the engine operating state being changed by power generation by the motor generator, there is a possibility that switching between full-cylinder operation and reduced-cylinder operation may occur. In the above configuration, when it is estimated that the switching between the all-cylinder operation and the reduced-cylinder operation will occur, the power generation restriction control can prevent the switching between the all-cylinder operation and the reduced-cylinder operation. As a result, deterioration of fuel consumption due to switching between all-cylinder operation and reduced-cylinder operation is suppressed. Therefore, energy efficiency can be improved in a hybrid vehicle including an engine capable of switching between full-cylinder operation and reduced-cylinder operation and a motor generator that assists the operation of the engine and that is driven by the engine to generate electricity. ..

In the control device for the hybrid vehicle, the storage unit further stores a power generation efficiency map indicating the power generation efficiency of the motor generator, and the motor control unit, in the power generation control, the traveling state of the hybrid vehicle and the In addition to the fuel consumption rate map, based on the power generation efficiency map, the power generation torque by the motor generator is set, and the motor control unit further includes a running state of the hybrid vehicle, the fuel consumption rate map, and the power generation efficiency map. When it is estimated that switching between the all-cylinder operation and the reduced-cylinder operation will occur when power generation is performed by the motor-generator with a power generation torque set based on the above, switching between the all-cylinder operation and the reduced-cylinder operation is performed. The power generation restriction control may be executed so that it does not occur.

With this configuration, in addition to improving fuel efficiency, the operating efficiency of the motor generator is also improved. Therefore, the energy efficiency of the entire hybrid vehicle can be further improved.

In one embodiment of the control device for the hybrid vehicle, the power generation limiting control calculates the power generation torque in a range in which the switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and the calculated power generation torque is used for the calculation. This is a control for executing power generation by the motor generator.

With this configuration, it is possible to improve the fuel consumption rate by the power generation by the motor generator while suppressing the switching between the all-cylinder operation and the reduced-cylinder operation. Therefore, in the hybrid vehicle, energy efficiency can be improved more effectively.

In the one embodiment, the power generation restriction control calculates a maximum power generation torque that maximizes a fuel consumption rate within a range where switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and the calculated maximum power generation The control may be such that electric power is generated by the motor generator with torque.

According to this configuration, it is possible to improve the fuel efficiency as much as possible while suppressing the deterioration of energy efficiency due to the switching between the all-cylinder operation and the reduced-cylinder operation.

In the one embodiment, the power generation limiting control is performed during the power generation control immediately before it is estimated that a switching between the all-cylinder operation and the reduced-cylinder operation causes the power generation torque of the motor generator to occur. The control may be such that the power generation torque is maintained at the set power generation torque.

With this configuration, switching between the all-cylinder operation and the reduced-cylinder operation can be suppressed more effectively. Therefore, it is possible to more effectively suppress the deterioration of energy efficiency that accompanies the switching between the all cylinder operation and the reduced cylinder operation.

The hybrid vehicle control device further includes a battery remaining amount detecting unit that detects a remaining amount of the battery, and the motor control unit has a remaining amount of the battery detected by the battery remaining amount detecting unit less than a predetermined amount. In such a case, even if the switching between the all-cylinder operation and the reduced-cylinder operation occurs due to the power generation by the motor generator, the power generation by the motor generator may be executed without executing the power generation restriction control. ..

For example, if the remaining capacity of the battery decreases to such an extent that the engine cannot be started, running of the vehicle may be hindered. Therefore, when the remaining capacity of the battery is less than the predetermined capacity, even if switching between full-cylinder operation and reduced-cylinder operation occurs due to power generation by the motor generator, power generation by the motor generator is performed without executing power generation limit control. To do. As a result, the remaining capacity of the battery can be maintained at an appropriate capacity.

As described above, according to the technique disclosed herein, the operating state of the engine can be changed to the state in which the fuel consumption rate is improved by the power generation by the motor generator. On the other hand, when it is estimated that the switching between the all-cylinder operation and the reduced-cylinder operation will occur due to the power generation by the motor generator, the power-generation restriction control can prevent the switching between the all-cylinder operation and the reduced-cylinder operation. .. As a result, deterioration of fuel consumption due to switching between all-cylinder operation and reduced-cylinder operation is suppressed. Therefore, energy efficiency can be improved in a hybrid vehicle including an engine capable of switching between full-cylinder operation and reduced-cylinder operation and a motor generator that assists the operation of the engine and that is driven by the engine to generate electricity. ..

1 is a schematic diagram showing a configuration of a hybrid vehicle controlled by a control device according to a first embodiment. It is a block diagram showing a control system of a hybrid vehicle. It is a figure which shows an example of a power generation possible area. It is a figure which shows an example of the fuel consumption rate map of an engine. It is a figure which shows an example of the power generation efficiency map of a motor generator. FIG. 3 is a diagram showing an all-cylinder operating region and a reduced-cylinder operating region with respect to an engine operating state. 6 is a flowchart showing a processing operation of power generation restriction control by an ECU. 9 is a flowchart showing a processing operation of power generation restriction control by an ECU of the control device according to the second embodiment.

Hereinafter, exemplary embodiments will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 schematically shows a hybrid vehicle 1 (hereinafter simply referred to as vehicle 1) controlled by the control device according to the first embodiment. The vehicle 1 is connected to an engine 10 as a drive source having a plurality of (four in the first embodiment) cylinders 11, a transmission 20 connected to the engine 10, and a crankshaft 12 (output shaft) of the engine 10. The motor generator 30 assists the operation of the engine 10 and is driven by the engine 10 to generate electric power, and the brake device 60 that brakes the rotation of the drive wheels 50.

The engine 10 is, for example, a gasoline engine. In each cylinder 11 of the engine 10, an injector 13 (see FIG. 2) for supplying fuel into the cylinder 11 and a spark plug 14 for igniting a mixture of fuel and intake air supplied into the cylinder 11 (see FIG. 2) and are provided respectively. Further, the engine 10 is provided with an intake valve (not shown), an exhaust valve (not shown), and a valve stop mechanism 15 for stopping the opening/closing operation of the intake valve and the exhaust valve for each cylinder 11. The engine 10 may be a diesel engine. If the engine 10 is a diesel engine, the spark plug 14 may not be provided.

The transmission 20 is, for example, an automatic transmission. The transmission 20 is arranged on one side in the cylinder column direction of the engine 10. The transmission 20 includes an input shaft (not shown) connected to the crankshaft 12 and an output shaft (not shown) connected to the input shaft via a plurality of reduction gears (not shown). The output shaft is connected to the axle 51 of the drive wheel 50. The rotation of the crankshaft 12 is speed-changed by the transmission 20 and transmitted to the drive wheels 50. The transmission 20 may be a manual transmission.

The motor generator 30 is connected to the crankshaft 12 via a transmission mechanism 40. The transmission mechanism 40 includes a first pulley 41 provided at an end of the crankshaft 12 opposite to the transmission 20, a second pulley 42 provided at a tip of a rotation shaft 31 of the motor generator 30, and a first pulley. 41 and the belt 43 wound around the second pulley 42. Since the crankshaft 12 and the rotary shaft 31 are connected via the transmission mechanism 40, they always rotate together. The diameter of the first pulley 41 and the diameter of the second pulley 42 may be the same or different.

The motor generator 30 has a function as an assist motor that assists the operation of the engine 10, that is, the rotation of the crankshaft 12, and a function as a power generator that utilizes the rotation of the crankshaft 12. Switching between the assist motor function and the generator function in the motor generator 30 is realized by switching the rotation direction of the rotary shaft 41 by a switching mechanism provided in the motor generator 30.

When the motor generator 30 operates as an assist motor, the power of the motor generator 30 is transmitted to the crankshaft 12 of the engine 10 via the transmission mechanism 40. As a result, the motor generator 30 rotationally drives the crankshaft 12 of the stopped engine 10 (that is, functions as a starter motor), and transmits the power of the motor generator 30 to the crankshaft 12 of the driven engine 10. By doing so, the torque transmitted from the engine 10 to the drive wheels 50 can be increased (that is, the operation of the engine 10 can be assisted). As described above, if the motor generator 30 operates as an assist motor, a part of the torque required for the engine 10 can be supplemented by the power of the motor generator 30, and the engine 10 outputs the torque while keeping the engine speed constant. The torque (engine torque) to be reduced can be reduced.

On the other hand, when the motor generator 30 operates as a power generator, the rotation of the crankshaft 12 is transmitted to the rotating shaft 31 via the transmission mechanism 40 to generate electric power. At this time, the engine 10 needs to generate the torque for power generation in addition to the torque required for the traveling of the vehicle 1. That is, if the motor generator 30 operates as a generator, the engine torque can be increased while keeping the engine speed constant.

The motor generator 30 is electrically connected to the battery 70. The battery 70 supplies the electric power required for the operation to the motor generator 30 when the motor generator 30 operates as an assist motor, and accumulates the electric power generated by the motor generator 30 when the motor generator 30 operates as a generator. To do. As the battery 70, for example, a 24V or 48V lithium ion battery can be adopted.

The battery 70 is electrically connected to the converter 71, as shown in FIG. The converter 71 is a step-down circuit that steps down the electric power supplied from the battery 70. The electric power stepped down by the converter 71 is supplied to various electric components 72 provided in the vehicle 1.

The brake device 60 is connected to a brake pedal 61, a brake sensor SN6 that detects an operation amount of the brake pedal 61, a brake actuator 63 that operates according to the operation amount detected by the brake sensor SN6, and a brake actuator 63. It has a booster 64, a master cylinder 65 connected to the booster 64, an ABS (Anti-lock Brake System) actuator 66 for adjusting the braking force, and a brake pad 67 for actually braking the rotation of the drive wheels 50. .. A disc rotor 52 is provided on an axle 51 of the drive wheel 50. The brake device 60 operates the brake actuator 63 according to the amount of change detected by the brake sensor SN6, and operates the brake pad 66 via the booster 64, the master cylinder 65, and the ABS actuator 66. The brake device 60 sandwiches the disc rotor 52 with the brake pads 67, and brakes the rotation of the drive wheels 50 by a frictional force generated between the brake pad 67 and the disc rotor 52.

The vehicle 1 has a starter motor 73. The starter motor 73 is a motor that is smaller than the motor generator 30, and is configured by a motor that requires less electric power to drive than the motor generator 30. The starter motor 73 starts the engine 10 instead of the motor generator 30 when the remaining capacity (SOC) of the battery 70 is small and it is difficult to start the engine 10 by the motor generator 30, for example.

As shown in FIG. 2, the vehicle 1 is controlled by an ECU (Electric Control Unit) 100. The ECU 100 is a well-known microcomputer-based controller. The ECU 100 includes a CPU 101, a memory 102, an input/output bus 103 and the like. The CPU 101 is a central processing unit that executes a computer program (including a basic control program such as an OS and an application program that is activated on the OS to realize a specific function). The memory 102 corresponds to a storage unit and includes a RAM and a ROM. The ROM stores various computer programs (particularly, control programs for controlling the engine 10), data including a fuel efficiency map and a power generation efficiency map, which will be described later, used when the computer programs are executed. The RAM is a memory provided with a processing area used when the CPU 101 performs a series of processes. The input/output bus 103 inputs/outputs electric signals to/from the ECU 100.

Various sensors such as an air flow sensor SN1, a crank angle sensor SN2, an accelerator opening sensor SN3, a vehicle speed sensor SN4, a battery remaining amount sensor SN5, and a brake sensor SN6 are electrically connected to the ECU 100. The air flow sensor SN1 detects the flow rate of fresh air flowing into the intake passage. The crank angle sensor SN2 detects the rotation angle of the crankshaft 12. The accelerator opening sensor SN3 is attached to the accelerator pedal mechanism of the vehicle 1 and detects the accelerator opening corresponding to the operation amount of the accelerator pedal. The vehicle speed sensor SN4 detects the vehicle speed of the vehicle 1. The battery remaining amount sensor SN5 detects the SOC of the battery 70 based on the current flowing in and out of the battery 70 and the voltage of the battery 70. The brake sensor SN6 detects the operation amount of the brake pedal 61, as described above. These sensors SN1 to SN6 and the like output detection signals to the ECU 100.

The ECU 100 calculates the engine speed from the detection result of the crank angle sensor SN2. The ECU 100 calculates the required torque from the detection result of the accelerator opening sensor SN3.

The ECU 100 determines the operating state of the engine 10 based on the input signals from the sensors SN1 to SN6, and also the injector 13, the spark plug 14, the valve stop mechanism 15, the motor generator 30, the brake actuator 63, the starter motor 73, and the like. A control signal is output to each device of the engine 10 to control each device.

In the first embodiment, the ECU 100 calculates the power generation torque of the motor generator 30 according to the operating state of the engine 10, and executes power generation control that operates the motor generator 30 so that power generation is performed with the calculated power generation torque. To do. FIG. 3 is a map showing a region (power generation possible region) in which the ECU 100 can execute the power generation control. In FIG. 3, the vertical axis represents engine torque and the horizontal axis represents engine speed.

As shown in FIG. 3, the ECU 100 determines that the power generation control can be executed in an operating region where the engine torque is equal to or higher than the predetermined torque Tq and the engine speed is equal to or higher than the predetermined speed Ne. In other words, the ECU 100 does not execute the power generation control unless the required torque is greater than or equal to the predetermined torque Tq. The predetermined torque Tq is the minimum engine torque required for stable combustion of the engine 10, and corresponds to the engine torque for stably maintaining the idle operation. The predetermined rotation speed Ne is the minimum rotation speed of the engine when the engine torque is the predetermined torque Tq. The power generation possible region is set so as to include the “maximum” region in the fuel efficiency map described later.

The ECU 100 also determines whether or not to execute the power generation control based on the state of charge (SOC) of the battery 70. More specifically, the ECU 100 determines that it is not necessary to execute the power generation control when the detected SOC of the battery 70 detected by the battery remaining amount sensor SN5 is equal to or higher than the first predetermined capacity. This is because if the battery 70 is maintained in a high SOC state, the life of the battery 70 may be shortened. On the other hand, the ECU 100 forcibly executes the power generation control when the detected SOC is less than the second predetermined capacity which is smaller than the first predetermined capacity (hereinafter, referred to as forced power generation control). As described above, the battery 70 supplies electric power not only to the motor generator 30 but also to other electric components mounted on the vehicle 1. Therefore, it is necessary for the battery 70 to have sufficient power to operate the electrical equipment having a high priority (for example, the brake actuator 63 and the starter motor 73). Therefore, when the detected SOC is less than the second predetermined capacity, the ECU 100 determines that execution of the power generation control is essential and executes the forced power generation control. When the detected SOC is less than the first predetermined capacity and equal to or more than the second predetermined capacity, the ECU 100 determines that the power generation control can be executed, and displays the detected SOC value, the fuel consumption rate map, the power generation efficiency map, etc. described later. Based on this, it is determined whether or not to execute the power generation control. It should be noted that the second predetermined capacity is a capacity capable of operating an electric component having a high priority such as the start of the engine 10 and the braking of the vehicle 1.

When executing the power generation control, the ECU 100 calculates the required torque of the vehicle 1 from the running state of the vehicle 1 (particularly the accelerator opening degree), and then calculates the fuel consumption rate map (see FIG. 4) and the power generation efficiency map (see FIG. 5). Based on the above, the target engine torque of the engine 10 and the target power generation torque of the motor generator 30 are calculated. Calculation of the target engine torque and the target power generation torque by the ECU 100 will be described with reference to FIGS. 4 and 5.

The memory 102 stores a fuel consumption rate map as shown in FIG. In the map shown in FIG. 4, the vertical axis represents engine torque and the horizontal axis represents engine speed. In the contour lines shown in FIG. 4, the regions indicated by “medium”, “large” and “maximum” represent the fuel consumption rates of the engine 10, and the fuel consumption rates are high in the order of “medium”, “large” and “maximum”. The region outside the “middle” region has a lower fuel consumption rate than the “middle” region.

In addition, the memory 102 stores a power generation efficiency map as shown in FIG. In the map shown in FIG. 5, the vertical axis represents the power generation torque of the motor generator 30, and the horizontal axis represents the motor rotation speed of the motor generator 30 (the rotation speed of the rotation shaft 31). In the contour lines shown in FIG. 5, regions indicated by “medium”, “large” and “maximum” represent the power generation efficiency of the motor generator 30, and the power generation efficiency is high in the order of “middle”, “large” and “maximum”. The area outside the "middle" area has lower power generation efficiency than the "middle" area. In addition, in the power generation efficiency map of FIG. 5, the solid line outside “middle” is the operation limit line LL of the motor generator 30, and the motor generator 30 is in the range inside the region divided by the operation limit line LL. Is activated.

First, it is assumed that the target engine torque of the engine 10 when there is no assist or power generation by the motor generator 30 is a black circle shown in FIG. This target engine torque corresponds to the required torque of the vehicle 1. As shown in FIG. 4, when there is no assist or power generation by the motor generator 30, the target engine torque is extremely low and the fuel consumption rate is in a poor range. As described above, when the engine 10 is generated by the motor generator 30, the engine torque required for the engine 10 becomes high. For this reason, if the motor generator 30 generates electric power, the target engine torque of the engine 10 can be increased to a value that falls within the “maximum” region, as indicated by the white circles in FIG. At this time, the difference between the engine torque indicated by the black circle and the engine torque indicated by the white circle in FIG. 4 corresponds to the power generation torque required for the motor generator 30.

On the other hand, in the power generation efficiency map of FIG. 5, the power generation torque of the motor generator 30 moves from the black circle to the white circle in FIG. As shown in FIG. 5, when the motor generator 30 is requested to generate power enough to move the target engine torque of the engine 10 from the black circle to the white circle in FIG. 4, the power generation efficiency of the motor generator 30 deviates from the “maximum” region. I will end up.

Therefore, the ECU 100 sets the power generation torque of the motor generator 30 to the power generation torque indicated by the triangle in FIG. Further, the ECU 100 sets the target engine torque of the engine 10 to the engine torque indicated by the triangle in FIG. As shown in FIG. 4, the fuel consumption rate is slightly lower. However, the total energy efficiency of the fuel efficiency of the engine 10 and the power generation efficiency of the motor generator 30 can be optimized.

When calculating the target engine torque and the target power generation torque as described above, the ECU 100 first calculates the target engine torque of the engine 10 when there is no assist and power generation by the motor generator 30, and then the target power generation of the motor generator 30. It is possible to calculate the torque and then correct the target engine torque based on the set target power generation torque. Further, the ECU 100 may simultaneously calculate the target engine torque and the target power generation torque based on the fuel consumption rate map and the power generation efficiency map after the required torque is calculated.

The ECU 100 controls the engine 10 (in particular, the injector 13 and the spark plug 14) so as to obtain the set target engine torque, and also controls the motor generator 30 so as to generate power at the set target power generation torque.

Note that the ECU 100 may set the target power generation torque based on the value of the detected SOC as well as the fuel consumption rate map and the power generation efficiency map. Specifically, the power generation torque may be increased as the detected SOC is closer to the second predetermined capacity.

From the above, the power generation control is a control for calculating the power generation torque of the motor generator 30 based on the traveling state of the vehicle 1 and the fuel consumption rate map, and operating the motor generator 30 to generate power with the calculated power generation torque. The ECU 100 corresponds to a motor control unit that executes the power generation control. In particular, in the first embodiment, the ECU 100 calculates the power generation torque of the motor generator 30 based on the power generation efficiency map in addition to the running state of the vehicle 1 and the fuel consumption rate map.

In the first embodiment, the engine 10 operates in the all-cylinder mode in which all the four cylinders 11 are operated according to the operating state of the engine 10, and some of the four cylinders 11 are deactivated and the remaining cylinders are left in operation. The cylinder 11 is configured to be switchable between the reduced cylinder operation to be operated. FIG. 6 shows a cut-off cylinder control map. The reduced-cylinder control map of FIG. 6 is a map that is set based on the engine torque and the engine speed of the engine 10 and indicates the region in which all-cylinder operation is performed and the region in which reduced-cylinder operation is performed. In the map shown in FIG. 6, the vertical axis represents engine torque and the horizontal axis represents engine speed. In FIG. 6, the hatched region is a region where the reduced-cylinder operation is executed (hereinafter referred to as a reduced-cylinder operation region), and the other region is a region where all-cylinder operation is performed (hereinafter referred to as an all-cylinder operation region). is there. The reduced-cylinder operation region is a region that at least partially includes the fuel consumption rate “maximum” in the fuel consumption rate map of FIG. 4. The ordinate scale and the abscissa scale in FIG. 6 do not necessarily match the ordinate scale and the abscissa scale in FIG.

In the first embodiment, when the operating state of the engine 10 is in the reduced-cylinder operating region, in some of the cylinders 11 of the engine 10, the fuel injection from the injector 13 is stopped and the ignition plug 14 for igniting the air-fuel mixture is supplied. By stopping the energization of the valve and stopping the opening/closing operation of the intake valve (not shown) and the exhaust valve (not shown), the cut-off cylinder operation is realized. Stopping the opening and closing of the intake valve and the exhaust valve can be realized by the valve stop mechanism 15. As such a valve stop mechanism 15, a well-known one can be adopted, and for example, the rocker arm is provided at the rocking center of a rocker arm interposed between the rotary cam and the valve so as to rock. It can be provided on a supporting member (rush adjuster) that supports it or on a rocker arm. The valve stop mechanism 15 may be hydraulic or electric.

Here, as shown in FIG. 6, in the first embodiment, the power generation possible region is set across the reduced-cylinder operating region and the all-cylinder operating region. Therefore, as a result of the target engine torque of the engine 10 increasing due to the power generation by the motor generator 30, the operating region of the engine 10 may enter the all-cylinder operating region from the reduced-cylinder operating region. Generally, when the generated engine torque is the same, the reduced-cylinder operation has better fuel economy than the all-cylinder operation. Therefore, if the target power generation torque changes according to the power generation efficiency or the SOC of the battery 70 and the target engine torque of the engine changes, as a result of switching from the reduced cylinder operation to the all cylinder operation, the fuel efficiency deteriorates. On the contrary, the energy efficiency of the hybrid vehicle may deteriorate.

Therefore, in the first embodiment, when the ECU 100 causes the motor generator 30 to generate electric power with the electric power generation torque (hereinafter, theoretical electric power generation torque) set based on the traveling state of the vehicle 1, the fuel consumption rate map, and the power generation efficiency map. When it is estimated that the switching between the all-cylinder operation and the reduced-cylinder operation will occur, the power generation limiting control that limits the power generation torque of the motor generator 30 is executed so that the switching between the all-cylinder operation and the reduced-cylinder operation does not occur. .. More specifically, the ECU 100 calculates, as the power generation restriction control, the maximum power generation torque that maximizes the fuel consumption rate in a range where switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and the maximum power generation torque is calculated. Then, power generation by the motor/motor generator 30 is executed. Hereinafter, the power generation restriction control executed by the ECU 100 will be described with reference to FIG.

First, it is assumed that the current engine torque is the black square shown in FIG. From this initial state, it is assumed that the theoretical power generation torque changes due to a change in the power consumption of the vehicle 1 or the like, and the target engine torque calculated based on the theoretical power generation torque becomes a white square in FIG. At this time, the ECU 100 estimates that when the target power generation torque is set to the theoretical power generation torque and the motor generator 30 generates power with the theoretical power generation torque, switching from the reduced cylinder operation to the all cylinder operation occurs. Next, the ECU 100 corrects the target power generation torque of the motor generator 30 by calculating the maximum power generation torque that maximizes the fuel consumption rate in a range where the target engine torque does not belong to the all-cylinder operating region. Next, the ECU 100 corrects the target engine torque based on the required torque and the maximum power generation torque. After that, the ECU 100 controls the engine 10 so as to obtain the corrected target engine torque (see the white diamond “⋄” in FIG. 6), and the motor to obtain the corrected target power generation torque (maximum power generation torque). Control the generator 30.

As described above, the ECU 100 executes the power generation restriction control so that switching between the all-cylinder operation and the reduced-cylinder operation can be prevented even if the motor generator 30 generates electric power. As a result, deterioration of energy efficiency due to switching between the all cylinder operation and the reduced cylinder operation is suppressed. As a result, the energy efficiency of the vehicle 1 can be improved.

The maximum power generation torque may be defined as a power generation torque that can maximize the target engine torque within a range in which the target engine torque does not belong to the all-cylinder operating region.

Here, when the detected SOC of the battery 70 is less than the second predetermined capacity and it is necessary to execute the forced power generation control, the ECU 100 switches between full cylinder operation and reduced cylinder operation by power generation by the motor generator 30. In this case, the power generation by the motor generator 30 is executed without executing the power generation restriction control. That is, the state in which the detected SOC of the battery 70 is less than the second predetermined capacity is a state in which the braking of the vehicle 1 by the brake device 60 and the restart by the starter motor 73 after the engine 10 is stopped cannot be executed. This is a state in which the traveling of the vehicle 1 itself may be hindered. Therefore, the power generation by the motor generator 30 is prioritized over the deterioration of energy efficiency due to the switching between the all-cylinder operation and the reduced-cylinder operation. As a result, the SOC of the battery 70 can be maintained at an appropriate capacity. When executing the forced power generation control, the ECU 100 may set the target power generation torque to the extent that the engine torque becomes maximum (so-called full load state).

Next, the processing operation of the ECU 100 when executing the power generation restriction control will be described with reference to the flowchart of FIG. 7. The processing operation based on this flowchart is always executed while the engine 10 is operating. The flowchart shown in FIG. 7 is a flowchart when the operating state of the engine 10 belongs to the reduced-cylinder operating region at the start of the flow. The engine speed of the engine 10 is equal to or higher than the predetermined speed Ne at the start of the flow.

First, in step S101, the ECU 100 reads information from the sensors SN1 to SN6.

In the next step S102, ECU 100 calculates the required torque based on the traveling state of vehicle 1.

In subsequent step S103, ECU 100 determines whether or not the detected SOC detected by battery remaining amount sensor SN5 is equal to or larger than the second predetermined capacity. If the detected SOC is greater than or equal to the second predetermined capacity, YES, the process proceeds to step S104. If the detected SOC is less than the second predetermined amount, NO, the process proceeds to step S110 to execute the forced power generation control. ..

In step S104, the ECU 100 determines whether the detected SOC is less than the first predetermined capacity. The ECU 100 proceeds to step S105 if the detected SOC is less than the first predetermined capacity, and proceeds to step S111 if the detected SOC is not less than the first predetermined capacity.

In step S105, the ECU 100 determines whether the required torque is equal to or greater than the predetermined torque Tq. The ECU 100 proceeds to step S106 when the required torque is equal to or larger than the predetermined torque Tq, and proceeds to step S111 when the required torque is less than the predetermined torque Tq.

In step S106, the ECU 100 determines, based on the fuel consumption rate map, whether or not the fuel economy is improved by the power generation by the motor generator 30 (by executing the power generation control). This is because, for example, when the target engine torque of the engine 10 is set to the required torque calculated in step S102, if the operating state of the engine 10 belongs to the “maximum” region in the fuel consumption rate map, the motor generator This is because if the power is generated by 30, the fuel efficiency may be worsened. The ECU 100 proceeds to step S106 if YES in which fuel economy is improved by executing the power generation control, and proceeds to step S111 if NO in which fuel economy may be deteriorated by executing the power generation control.

In step S107, the ECU 100 calculates the target engine torque of the engine 10 and the target power generation torque of the motor generator 30 based on the required torque calculated in step S102, the fuel consumption rate map, and the power generation efficiency map. In step S107, the ECU 100 may sequentially calculate the target engine torque and the target power generation torque, or may simultaneously calculate the target engine torque and the target power generation torque. The power generation torque calculated by the ECU 100 in step S107 corresponds to the theoretical power generation torque.

In the following step S108, the ECU 100 determines whether or not there is a possibility of switching from the reduced-cylinder operation to the all-cylinder operation when power is generated with the power generation torque calculated in step S107 (that is, the theoretical power generation torque). To do. In step S108, the ECU 100 determines whether or not there is a possibility of switching from the reduced-cylinder operation to the all-cylinder operation depending on whether or not the target engine torque calculated in step S107 belongs to the all-cylinder operation region. To do. The ECU 100 proceeds to step S109 if YES in which there is no possibility of switching from the reduced-cylinder operation to the all-cylinder operation, while it proceeds to step S109 if NO in the possibility of switching from the reduced-cylinder operation to the all-cylinder operation. Proceed to S113.

In step S109, the target engine torque calculated in step S107 is set to the actual target engine torque, the engine 10 is controlled so that the target engine torque is obtained, and the target engine torque calculated in step S107 is set. The transmission torque is set to the actual target power generation torque, and the motor generator 30 is controlled to generate power with the target power generation torque. The process returns after step S109.

In step S110, which is executed when the determination is NO in step S103, the ECU 100 calculates the target engine torque of the engine 10 and the target power generation torque of the motor generator 30. In step S110, the ECU 100 calculates the target power generation torque that maximizes the engine torque, without considering whether or not there is a possibility of switching from the reduced cylinder operation to the all cylinder operation.

After step S110, the process proceeds to step S109, the target engine torque calculated in step S110 is set to the actual target engine torque, the engine 10 is controlled, and the target power generation torque calculated in step S110 is set. The actual target power generation torque is set, and the motor generator 30 is controlled to generate power with the target power generation torque. The process returns after step S109.

In step S111, which is executed when a negative determination is made in any of steps S104 to S106, the ECU 100 prohibits power generation by the motor generator 30.

In the next step S112, ECU 100 calculates the target engine torque. The target engine torque calculated at this time corresponds to the required torque calculated in step S102.

After step S112, the process proceeds to step S109, where the ECU 100 sets the target engine torque calculated in step S110 to the actual target engine torque and controls the engine 10 so as to obtain the target engine torque. .. The ECU 100 also controls the motor generator 30 so that the motor generator 30 does not operate as a generator. The process returns after step S109.

In step S113, which is executed when the determination is NO in step S108, the ECU 100 calculates the maximum power generation torque. That is, in step S113, the ECU 100 calculates a power generation torque based on the fuel consumption rate map that maximizes the fuel consumption rate in a range in which the reduced cylinder operation and the all cylinder operation are not switched.

In the next step S114, ECU 100 corrects the target engine torque. In step S114, the ECU 100 corrects the target engine torque based on the required torque calculated in step S102 and the maximum power generation torque calculated in step S113.

After step S114, the process proceeds to step S109, the target engine torque corrected in step S114 is set to the actual target engine torque, and the engine 10 is controlled so that the target engine torque is obtained. The maximum power generation torque calculated in step S113 is set as the actual target power generation torque, and the motor generator 30 is controlled to generate power at the target power generation torque. The process returns after step S109.

As described above, the ECU 100 controls the engine 10 and the motor generator 30 within a range in which switching between the all-cylinder operation and the reduced-cylinder operation does not occur. As a result, deterioration of energy efficiency due to switching between the all-cylinder operation and the reduced-cylinder operation is suppressed, and the energy efficiency of the vehicle 1 can be improved.

Therefore, in the first embodiment, the ECU 100 switches between the all-cylinder operation and the reduced-cylinder operation when the motor generator 30 generates power with the power generation torque set based on the traveling state of the vehicle 10 and the fuel consumption rate map. When it is estimated that, the electric power generation limiting control for limiting the electric power generation torque of the engine 10 by the motor generator 30 is executed so that the switching between the all-cylinder operation and the reduced-cylinder operation does not occur. As a result, deterioration of energy efficiency due to switching between the all cylinder operation and the reduced cylinder operation is suppressed. As a result, the energy efficiency of the vehicle 1 can be improved.

Particularly, in the first embodiment, the ECU 100 sets the power generation torque of the motor generator 30 based on the power generation efficiency map in addition to the running state of the vehicle 1 and the fuel consumption rate map. As a result, in addition to improving fuel efficiency, the operating efficiency of motor generator 30 is also improved. Therefore, the energy efficiency of the entire vehicle 1 can be improved.

In the first embodiment, the power generation restriction control executed by the ECU 100 calculates the target power generation torque within a range where switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and the calculated target power generation torque is used by the motor. This is a control for executing power generation by the generator 30. Therefore, it is possible to improve the fuel consumption rate by the power generation by the motor generator 30 while suppressing the switching between the all-cylinder operation and the reduced-cylinder operation. Therefore, the energy efficiency of the vehicle 1 can be improved more effectively.

In particular, in the first embodiment, the power generation restriction control executed by the ECU 100 calculates the maximum power generation torque that maximizes the fuel consumption rate in a range where switching between all-cylinder operation and reduced-cylinder operation does not occur, and The control is for executing power generation by the motor generator 30 with the calculated maximum power generation torque. As a result, it is possible to improve the fuel efficiency as much as possible while suppressing the deterioration of energy efficiency due to the switching between the all-cylinder operation and the reduced-cylinder operation.

(Embodiment 2)
Hereinafter, the second embodiment will be described in detail with reference to the drawings. In the following description, the same parts as those in the first embodiment will be designated by the same reference numerals and detailed description thereof will be omitted.

The second embodiment is different from the first embodiment in the content of the power generation restriction control executed by the ECU 100. Specifically, in the second embodiment, the power generation restriction control is performed when the motor generator 30 generates power with the power generation torque calculated based on the traveling state of the vehicle 1, the fuel efficiency map, and the power generation efficiency map. When it is estimated that the switching between the cylinder operation and the reduced cylinder operation will occur, the power generation torque of the motor generator 30 was set at the time of the power generation control immediately before it is estimated that the switching between the all cylinder operation and the reduced cylinder operation will occur. The control is to maintain the power generation torque. Accordingly, it is possible to more effectively suppress the switching between the all-cylinder operation and the reduced-cylinder operation due to the power generation by the motor generator 30. As a result, it is possible to more effectively suppress the deterioration of energy efficiency due to the switching between the all-cylinder operation and the reduced-cylinder operation.

In the power generation restriction control according to the second embodiment, if the ECU 100 calculates the target engine torque and the target power generation torque for each cycle of the combustion cycle of the engine 10, for example, the "all cylinder operation and reduced cylinder operation" is performed. The power generation torque set at the time of the power generation control immediately before it is estimated that the switching between the above and the "is equivalent to the target power generation torque set at the time of the immediately previous combustion cycle". In addition to this, if the ECU 100 calculates the target engine torque and the target power generation torque at regular time intervals, "the setting is made at the time of power generation control immediately before it is estimated that switching between all-cylinder operation and reduced-cylinder operation will occur. The "generated power generation torque" corresponds to the target power generation torque set at the immediately preceding timing.

FIG. 8 is a flowchart showing a processing operation of the ECU 100 when executing the power generation restriction control in the second embodiment. The processing operation based on this flowchart is always executed while the engine 10 is operating. The flowchart shown in FIG. 8 is a flowchart when the operating state of the engine 10 belongs to the reduced-cylinder operating region at the start of the flow.

First, in step S201, the ECU 100 reads information from the sensors SN1 to SN6.

In the next step S202, ECU 100 calculates the required torque based on the traveling state of vehicle 1.

In subsequent step S203, ECU 100 determines whether or not the detected SOC detected by battery remaining amount sensor SN5 is equal to or greater than the second predetermined capacity. If the detected SOC is greater than or equal to the second predetermined capacity, YES, the process proceeds to step S204. If the detected SOC is less than the second predetermined amount, NO, the process proceeds to step S210 to execute the forced power generation control. ..

In step S204, the ECU 100 determines whether the detected SOC is less than the first predetermined capacity. The ECU 100 proceeds to step S205 if the detected SOC is less than the first predetermined capacity, and proceeds to step S211 if the detected SOC is not less than the first predetermined capacity.

In step S205, the ECU 100 determines whether the required torque is less than or equal to the predetermined torque Tq. The ECU 100 proceeds to step S206 if the required torque is less than or equal to the predetermined torque Tq, and proceeds to step S211 if the required torque is NO, which is greater than the predetermined torque Tq.

In step S206, the ECU 100 determines, based on the fuel consumption rate map, whether or not the fuel economy is improved by the power generation by the motor generator 30 (by executing the power generation control). This is because, for example, when the target engine torque of the engine 10 is set to the required torque calculated in step S202, if the operating state of the engine 10 belongs to the “maximum” region in the fuel consumption rate map, the motor generator This is because if the power is generated by 30, the fuel efficiency may be worsened. The ECU 100 proceeds to step S206 if YES in which fuel economy is improved by executing the power generation control, and proceeds to step S211 if NO in which fuel economy may be deteriorated by executing the power generation control.

In step S207, the ECU 100 calculates the target engine torque of the engine 10 and the target power generation torque of the motor generator 30 based on the required torque calculated in step S202, the fuel consumption rate map, and the power generation efficiency map. In step S207, the ECU 100 may sequentially calculate the target engine torque and the target power generation torque, or may simultaneously calculate the target engine torque and the target power generation torque. The power generation torque calculated by the ECU 100 in step S207 corresponds to the theoretical power generation torque.

In the following step S208, the ECU 100 determines whether or not there is a possibility of switching from the reduced-cylinder operation to the all-cylinder operation when power is generated with the power generation torque calculated in step S207 (that is, the theoretical power generation torque). To do. In step S208, the ECU 100 determines whether there is a possibility of switching from the reduced-cylinder operation to the all-cylinder operation depending on whether or not the target engine torque calculated in step S207 belongs to the all-cylinder operation region. To do. The ECU 100 proceeds to step S209 if YES in which there is no possibility of switching from the reduced cylinder operation to the all-cylinder operation, while it proceeds to step S209 in the case of NO where switching from the reduced-cylinder operation to the all-cylinder operation may occur. Proceed to S213.

In step S209, the target engine torque calculated in step S207 is set to the actual target engine torque, the engine 10 is controlled so that the target engine torque is obtained, and the target engine torque calculated in step S207 is controlled. The transmission torque is set to the actual target power generation torque, and the motor generator 30 is controlled to generate power with the target power generation torque. The process returns after step S209.

In step S210, which is performed when NO is determined in step S203, the ECU 100 calculates the target engine torque of the engine 10 and the target power generation torque of the motor generator 30. In step S210, the ECU 100 calculates the target power generation torque that maximizes the engine torque, without considering whether or not there is a possibility that the reduced cylinder operation will switch to the all cylinder operation.

After step S210, the process proceeds to step S209, the target engine torque calculated in step S210 is set to the actual target engine torque, the engine 10 is controlled, and the target power generation torque calculated in step S210 is set. The actual target power generation torque is set, and the motor generator 30 is controlled to generate power with the target power generation torque. The process returns after step S209.

In step S211, which is executed when a negative determination is made in any of steps S204 to S206, the ECU 100 prohibits power generation by the motor generator 30.

In the next step S212, the ECU 100 calculates the target engine torque. The target engine torque calculated at this time corresponds to the required torque calculated in step S202.

After step S212, the process proceeds to step S209, where the ECU 100 sets the target engine torque to the target engine torque calculated in step S210 and controls the engine 10 so that the target engine torque is obtained. The ECU 100 also controls the motor generator 30 so that the motor generator 30 does not operate as a generator. The process returns after step S209.

In step S213, which is performed when NO is determined in step S208, the ECU 100 sets the target power generation torque to the power generation torque set during the power generation control immediately before the switching from the reduced cylinder operation to the all cylinder operation is estimated. Fix it.

In the next step S214, ECU 100 corrects the target engine torque. In step S214, the ECU 100 corrects the target engine torque based on the required torque calculated in step S202 and the target power generation torque corrected in step S213.

After step S214, the process proceeds to step S209, the target engine torque corrected in step S214 is set to the actual target engine torque, and the engine 10 is controlled so that the target engine torque is obtained. The target power generation torque calculated in step S213 is set as the actual target power generation torque, and the motor generator 30 is controlled to generate power with the target power generation torque. The process returns after step S209.

Therefore, also in the second embodiment, the ECU 100 switches between the all-cylinder operation and the reduced-cylinder operation when the motor generator 30 generates power with the power generation torque set based on the traveling state of the vehicle 10 and the fuel consumption rate map. When it is estimated that, the power generation limiting control for limiting the power generation torque of the motor generator is executed so that the switching between the all-cylinder operation and the reduced-cylinder operation does not occur. As a result, deterioration of energy efficiency due to switching between the all cylinder operation and the reduced cylinder operation is suppressed. As a result, the energy efficiency of the vehicle 1 can be improved.

In particular, in the second embodiment, the power generation restriction control executed by the ECU 100 is set at the time of the power generation control immediately before it is estimated that the power generation torque of the motor generator 30 will be switched between the all cylinder operation and the reduced cylinder operation. It is a control for maintaining a high power generation torque. Accordingly, it is possible to more effectively suppress the switching between the all-cylinder operation and the reduced-cylinder operation due to the power generation by the motor generator 30. As a result, it is possible to more effectively suppress the deterioration of energy efficiency due to the switching between the all-cylinder operation and the reduced-cylinder operation. Therefore, the energy efficiency of the vehicle 1 can be improved more effectively.

(Other embodiments)
The technology disclosed herein is not limited to the above-described embodiment, and can be substituted within the scope not departing from the spirit of the claims.

For example, in the above-described first and second embodiments, the ECU 100 calculates the power generation torque of the motor generator 30 based on the traveling state (requested torque) of the vehicle 1, the fuel consumption rate map, and the power generation efficiency map. Not limited to this, the ECU 100 may calculate the power generation torque of the motor generator 30 based on the traveling state of the vehicle 1 and the fuel consumption rate map without using the power generation efficiency map. At this time, the power generation efficiency map may not be stored in the memory 102.

Further, the ECU 100 may calculate the assist amount of the motor generator 30 based on the SOC of the battery 70 in addition to the running state (requested torque) of the vehicle 1, the fuel consumption rate map, and the power generation efficiency map. .. More specifically, the ECU 100 may calculate the power generation torque of the motor generator 30 so that the SOC of the battery 70 does not exceed the first predetermined capacity when the SOC of the battery 70 is near the first predetermined capacity. Good.

The embodiments described above are merely examples, and the scope of the present disclosure should not be limitedly interpreted. The scope of the present disclosure is defined by the scope of the claims, and all modifications and changes belonging to the equivalent range of the scope of the claims are within the scope of the present disclosure.

The technology disclosed herein is a hybrid having an engine having a plurality of cylinders and a motor generator that is connected to an output shaft of the engine to assist the operation of the engine and that is driven by the engine to generate electric power. It is useful as a vehicle control device.

1 hybrid vehicle 10 engine 30 motor generator (motor)
70 Battery 100 ECU (motor control unit)
102 memory (storage unit)

Claims (6)

A control device for a hybrid vehicle having an engine having a plurality of cylinders, a motor generator that is connected to an output shaft of the engine, assists the operation of the engine, and is driven by the engine to generate electric power,
A storage unit for storing a fuel consumption rate map showing the fuel consumption rate of the engine based on the operating state of the engine;
A motor that sets a power generation torque of the motor generator based on the traveling state of the hybrid vehicle and the fuel consumption rate map, and executes power generation control that operates the motor generator so that power generation is performed at the set power generation torque. A control unit,
A battery for accumulating the electric power generated by the motor generator,
The engine has a full-cylinder operation in which all of the plurality of cylinders are activated and a reduction in which some of the plurality of cylinders are deactivated and the remaining cylinders are activated according to the traveling state of the hybrid vehicle. It is an engine that can switch between cylinder operation and
When the motor control unit performs power generation by the motor generator with a power generation torque set based on the traveling state of the hybrid vehicle and the fuel consumption rate map, switching between the full cylinder operation and the reduced cylinder operation occurs. When estimated, a control device for a hybrid vehicle, which executes a power generation limiting control for limiting a power generation torque of the motor generator so that switching between the all-cylinder operation and the reduced-cylinder operation does not occur. The control device for a hybrid vehicle according to claim 1,
The storage unit further stores a power generation efficiency map showing the power generation efficiency of the motor generator,
In the power generation control, the motor control unit sets a power generation torque by the motor generator based on the power generation efficiency map in addition to the traveling state and the fuel consumption rate map of the hybrid vehicle,
Further, the motor control unit is configured to perform the all-cylinder operation and the reduced-cylinder operation when performing power generation by the motor generator with a power generation torque set based on the traveling state of the hybrid vehicle, the fuel consumption rate map, and the power generation efficiency map. A control device for a hybrid vehicle, wherein the power generation limiting control is executed so that the switching between the all-cylinder operation and the reduced-cylinder operation does not occur when it is estimated that switching to operation will occur. The control device for a hybrid vehicle according to claim 1 or 2,
The power generation restriction control is control for calculating the power generation torque within a range where switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and executing power generation by the motor generator with the calculated power generation torque. A control device for a characteristic hybrid vehicle. The control device for a hybrid vehicle according to claim 3,
The power generation restriction control calculates a maximum power generation torque that maximizes the fuel efficiency in a range in which switching between the all-cylinder operation and the reduced-cylinder operation does not occur, and the motor generator generates the maximum power generation torque at the calculated maximum power generation torque. A control device for a hybrid vehicle, which is a control for executing power generation. The control device for a hybrid vehicle according to claim 3,
The power generation restriction control is control for maintaining the power generation torque of the motor generator at the power generation torque set during the power generation control immediately before it is estimated that switching between the all-cylinder operation and the reduced-cylinder operation will occur. A control device for a hybrid vehicle. The control device for a hybrid vehicle according to any one of claims 1 to 5,
Further comprising a battery remaining amount detection unit for detecting the remaining capacity of the battery,
When the remaining capacity of the battery detected by the battery remaining amount detection section is less than a predetermined capacity, the motor control section determines that switching between the all-cylinder operation and the reduced-cylinder operation occurs due to power generation by the motor generator. Also, a control device for a hybrid vehicle, wherein power generation by the motor generator is executed without executing the power generation restriction control.

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