JP3300312B2 - Hybrid vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle driven by an engine and a motor. The present invention relates to a control device for a hybrid vehicle that can be restored according to an initial remaining capacity of a power storage device.

[0002]

2. Description of the Related Art Hitherto, a hybrid vehicle provided with a motor in addition to an engine as a power source for running the vehicle has been known. As one type of this hybrid vehicle, there is a parallel hybrid vehicle using a motor as an auxiliary drive source for assisting the output of the engine. This parallel hybrid vehicle performs various controls such as, for example, assisting the driving of the engine by a motor during acceleration, and charging a battery or the like by deceleration regeneration during deceleration, and performs the electrical energy of the battery (hereinafter referred to as remaining capacity). ) To meet driver demands. For example, a large deceleration regeneration is obtained after high-speed running, so that the battery can recover a part of the consumption at the time of deceleration, and after traveling uphill on a mountain road or the like, deceleration when traveling downhill thereafter. The battery can be charged by regeneration (see JP-A-7-123509).

[0003]

However, in the above-described conventional hybrid vehicle, the vehicle is driven in a situation where sufficient deceleration regeneration cannot be ensured, for example, the vehicle rapidly accelerates immediately after deceleration, or the vehicle runs uphill on a mountain road. After that, it may be necessary to continue traveling on flat ground. In the case of driving in the former case, the remaining capacity of the battery and the like will decrease without increasing as the vehicle continues to run because regenerative power cannot be recovered. Unless there is a problem, it is not possible to recover the excess battery remaining capacity used during uphill running.
Therefore, the present invention provides a hybrid vehicle that charges a power storage device in accordance with the initial remaining capacity of the power storage device when the remaining capacity of the power storage device is on a decreasing trend from the increase and the remaining capacity decreases by a predetermined amount from the initial read value. A control device is provided.

[0004]

In order to solve the above-mentioned problems, the invention described in claim 1 provides an engine for outputting a propulsion force of a vehicle (for example, the engine E in the embodiment).
A motor (for example, the motor M in the embodiment) that generates an auxiliary driving force that assists the output of the engine, and supplies power to the motor or stores regenerative energy obtained by a regenerative operation of the motor when the vehicle is decelerated. A power storage device (e.g., the battery 3 in the embodiment), and an assist determination unit (e.g., steps S122 and S135 in the embodiment) that determines whether the motor can assist the output of the engine according to the driving state of the vehicle. A control device for a hybrid vehicle, comprising: a running start detecting unit (for example, step S050 in the embodiment) for detecting the start of running of the vehicle; and a remaining capacity of the power storage device (for example, a remaining capacity SOC in the embodiment). (E.g., the battery ECU 31 of the embodiment) to detect when the start of traveling is detected. Initial residual capacity (e.g., initial value SOCINT of the battery residual capacity in Step S057 embodiments) of the collector discharge depth detecting means for detecting the amount of discharge from (e.g., depth of discharge DOD at a step S063 of Embodiment) (e.g., Battery E of the embodiment
CU31) and a lower threshold (for example, the lower threshold S in step S060 in the embodiment) based on the initial remaining capacity.
OCLMTL) for setting the lower threshold value (for example,
Step S060 in the embodiment, and an upper threshold setting unit (for example, step S061 in the embodiment) that sets an upper threshold (for example, the upper threshold SOCLMTH in step S061 in the embodiment) based on the initial remaining capacity.
061), a mode setting means (for example, step S054 in the embodiment) for changing the control of the motor when the remaining capacity of the power storage device decreases to the lower limit threshold, and the remaining capacity of the power storage device reaches the upper limit threshold. Mode setting canceling means (for example, step S062 in the embodiment) for canceling the setting of the motor control mode changed by the mode setting means when the motor setting is changed by the mode setting means. In accordance with the depth of discharge detected by the depth-of-discharge detecting means, the engine output assist determination threshold (for example, the throttle assist trigger threshold MAST, the intake pipe assist trigger threshold MTH in the embodiment) serving as a reference for the determination by the assist determining means.
The determination threshold value correcting means (for example, steps S103, S111, and S123 of the embodiment) for correcting the AST and the intake pipe assist trigger threshold value MASTTH), and the determination threshold value corrected by the determination threshold value correction means are further initialized in the power storage device. The determination threshold value remaining capacity correction means for correcting according to the remaining capacity (for example, steps S160, S207,
S257).

[0005] With such a configuration, for example, when the vehicle cannot be regenerated due to repeated rapid acceleration and deceleration, or when the power storage device is reduced during traveling uphill, such as when traveling on flat ground after traveling uphill. In a case where the capacity cannot be recovered by regeneration, when it is detected that the remaining capacity of the power storage device has decreased by a predetermined amount, the remaining capacity of the power storage device can be set in the recovery direction. Further, when the remaining capacity of the power storage device is set in the recovery direction, the determination threshold is raised by the determination threshold correction means according to the depth of discharge, and the frequency of assisting the motor with respect to the engine is reduced, thereby reducing the remaining capacity of the power storage device. Can be suppressed. On the other hand, the determination threshold value set by the determination threshold value correction means is further corrected by the determination threshold remaining capacity correction means in accordance with the initial remaining capacity of the power storage device. It is possible to increase. The invention described in claim 2 is
The determination threshold remaining capacity correction unit is characterized in that, as the initial remaining capacity of the power storage device increases, the correction amount of the determination threshold decreases. With this configuration, it is possible to reduce the amount of increase in the determination threshold when the initial remaining capacity of the power storage device is large, as compared to when the initial remaining capacity of the power storage device is small. The invention described in claim 3 is for propulsion of a vehicle.
Engine that outputs power and assists the output of the engine
A motor that generates auxiliary driving force and supplies power to the motor
Or, the regeneration obtained by the regenerative operation of the motor at the time of vehicle deceleration
A power storage device for storing energy, and an operation state of the vehicle
Depending on whether or not the motor can assist the output of the engine
Hybrid vehicle provided with assist determination means for determining
Control device for detecting the start of traveling of the vehicle.
Start detection means and remaining capacity detection for calculating the remaining capacity of the power storage device
Means and the initial residual of the power storage device when the start of traveling is detected.
Depth of discharge detecting means for detecting the amount of discharge from the capacity,
The discharge amount with respect to the initial remaining capacity is set (for example, in the embodiment)
In step S060), the initial remaining capacity
The charge amount is set (for example, step S in the embodiment)
061), when the power storage device has decreased to the discharge amount,
Mode setting means for changing the control of the motor, and a power storage device
Is reached by the mode setting means when
Mode unsetting of the modified motor control modes
The motor is controlled by the setting release means and the mode setting means.
When the control is changed, it is detected by the discharge depth detecting means.
The assist determination unit determines
Correct the engine output auxiliary judgment threshold, which is the criterion for judgment
Determination threshold correction means, and the determination threshold correction means
The corrected determination threshold value is further added to the initial remaining capacity of the power storage device.
A determination threshold remaining capacity correction unit that corrects according to the amount.
It is characterized by the following. The invention described in claim 4 is the same
The constant threshold remaining capacity correction unit has a large initial remaining capacity of the power storage device.
The smaller the correction amount of the determination threshold value is,
You.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment applied to a parallel hybrid vehicle, in which the driving force of both an engine E and a motor M is transmitted via a transmission T composed of an automatic transmission or a manual transmission to front wheels Wf and W as driving wheels.
f. When the driving force is transmitted from the front wheels Wf, Wf to the motor M during deceleration of the hybrid vehicle, the motor M functions as a generator to generate a so-called regenerative braking force, and converts the kinetic energy of the vehicle body into electric energy. to recover.

The driving and the regenerating operation of the motor M are performed by the motor E
This is performed by the power drive unit 2 in response to a control command from the CU 1. The power drive unit 2 has a high-voltage battery 3 that exchanges electric energy with the motor M.
The battery 3 is, for example, one in which a plurality of cells are connected in series and one module is further connected in series. The hybrid vehicle is equipped with a 12 volt auxiliary battery 4 for driving various accessories, and the auxiliary battery 4 is connected to the battery 3 via a downverter 5. FI
The downverter 5 controlled by the ECU 11 reduces the voltage of the battery 3 and charges the auxiliary battery 4.

[0008] In addition to the motor ECU 1 and the downverter 5, the FIECU 11 operates the fuel supply amount control means 6 for controlling the amount of fuel supplied to the engine E, the operation of the starter motor 7, and the ignition timing. Perform control. For this purpose, the FIECU 11 includes a signal from a vehicle speed sensor S1 for detecting a vehicle speed V based on the rotation speed of a transmission drive shaft, a signal from an engine speed sensor S2 for detecting an engine speed NE, and a transmission T A signal from a shift position sensor S3 for detecting a shift position, a signal from a brake switch S4 for detecting operation of a brake pedal 8, a signal from a clutch switch S5 for detecting operation of a clutch pedal 9, and a throttle opening TH And a signal from an intake pipe negative pressure sensor S7 for detecting the intake pipe negative pressure PB. In FIG. 1, 21 is C
Reference numeral 31 denotes a CVT ECU for VT control, and 31 denotes a battery ECU that protects the battery 3 and calculates the remaining capacity SOC of the battery 3.

The control modes of the hybrid vehicle include an "idle mode", an "idle stop mode", a "deceleration mode", an "acceleration mode" and a "cruise mode". In the idle mode, the fuel supply following the fuel cut is restarted, and the engine E is maintained in the idle state. In the idle stop mode, the engine is stopped under certain conditions, for example, when the vehicle stops. In the deceleration mode, regenerative braking by the motor M is performed. In the acceleration mode, the engine is assisted by the motor. In the cruise mode, the motor is not driven and the vehicle runs with the driving force of the engine E.

[Zoning of Remaining Battery Capacity SOC] Next, zoning of the remaining battery capacity SOC (so-called remaining capacity zoning) will be described. The remaining capacity of the battery is calculated by the battery ECU 31, and is calculated based on, for example, voltage, discharge current, temperature, and the like.

An example of this will be described. Zone A (usually used area: SOC 40% to SOC 80% to 90%)
%), The zone B (from SOC 20% to SOC 40%), which is a provisional use area, is provided below the area B.
Zone C which is an overdischarge area (from SOC 0% to SOC 20
%) Are sectioned. Above zone A, zone D, which is an overcharge area (SOC 80% to 90% to 100%).
%) Is provided. The detection of the remaining battery charge SOC in each zone is performed by integrating current values in zones A and B, and is performed by detecting a voltage value and the like due to the characteristics of the battery in zones C and D. The boundaries between the zones have upper and lower thresholds, and the thresholds are set differently when the remaining battery charge SOC increases and when the SOC decreases.

FIG. 2 is a flow chart for performing a discharge depth limit determination. First, in step S050, it is determined whether or not the flag value of the start switch determination flag F_STS is “1”, that is, whether or not it is the start time of the first running. When the result of the determination is "1", that is, when it is determined that the vehicle is traveling for the first time, the initial value SOCINT of the remaining battery charge SOC at the start of traveling is read in step S057.
Next, in step S058, the remaining battery charge SO
It is determined whether or not the initial value SOCINT of C is smaller than the discharge depth limit initial lower limit value #SOCINTL. still,
The discharge depth limit initial lower limit value #SOCINTL is, for example, 50%.

When the determination result in step S058 is "Y
ES ”, that is, the initial value S of the remaining battery charge SOC
OCINT <discharge depth limit initial lower limit #SOCINTL
If it is determined that the battery capacity is low (the battery capacity is low), the process proceeds to step S059, and the initial value of the remaining battery charge SOC is substituted with the initial lower limit of the depth of discharge limitation #SOCINTL, and the process proceeds to step S060. In other words, when the discharge depth limit initial lower limit value #SOCINTL is set to, for example, 50%, and when the remaining battery charge SOC falls below 50%,
That is, 50% is substituted for the initial value of the remaining battery charge SOC. In addition, the determination result in step S058 is “N
O ", that is, the initial value SO of the remaining battery charge SOC
The process also proceeds to step S060 when it is determined that CINT ≧ discharge depth limit initial lower limit value #SOCINTL (when the capacity is high).

In step S060, a lower threshold value SOCLMTL is set based on the initial value SOCINT of the remaining battery charge SOC, and then in step S061.
Sets the upper threshold SOCLMTH (see FIG. 5). Here, the discharge depth limit value #DODLMT for determining the lower threshold value SOCLMTL is, for example, about 10% in terms of the remaining battery charge SOC, and depends on the individual properties of the battery 3, and the discharge depth limit value for determining the upper threshold value SOCLMTH. The value release SOC increase value #SOCUP is, for example, about 5% in terms of the remaining battery charge SOC.

Therefore, for example, the remaining battery capacity SO
When the initial value SOCINT of C is 55%, the lower threshold SOCLMTL is 45%, and the upper threshold SOCLMTH is 60%. If the initial value of the remaining battery charge SOC is 40%, step S0
At 59, for example, 5
Since 0% is substituted, the lower threshold SOCLMTL is 40
%, And the upper threshold SOCLMTH is 55%.

As described above, when the initial value of the remaining battery charge SOC is equal to or less than the initial lower limit value of discharge depth limit #SOCINTL, the initial lower limit value #SOCINTL of the discharge depth limit is substituted for the initial value of the remaining battery charge SOC. By increasing the value, the depth up to the lower threshold SOCLMTL can be reduced. Therefore, when the remaining battery charge SOC at the start is small, that is, when the SOC is equal to or less than the initial depth of discharge limit lower limit #SOCINTL, the time until the start of the depth of discharge limit control is shortened.
Depending on the initial value of the state of charge of the battery SOC, the state of charge of the battery can be quickly recovered by entering the discharge depth limit control at the same time as the start.

Next, in step S062, "0" is set to the previous DOD limit determination flag F_DODLMT, and the setting of the previous discharge depth limit control mode is canceled.
Then, the process proceeds to step S063. In step S063, the control is terminated after obtaining the depth of discharge DOD indicating how much the current value SOC of the remaining battery charge is discharged from the initial value SOCINT. That is, the depth of discharge DOD is equal to the DOD limit determination flag F_DODLM.
This is obtained regardless of the flag value of T.

If the start switch determination flag F_STS is determined to be "0" in step S050 after starting running, it is determined in step S051 whether or not the energy storage zone D determination flag is "1". If “NO”, that is, if the zone is other than zone D, the process proceeds to step S052. If the decision result in the step S051 is "YES", that is, if it is the zone D, the step S051 is executed.
Proceed to 062. In the next step S052, the current remaining battery charge SOC becomes the discharge depth limit execution upper limit value SOCU.
It is determined whether it is greater than PH. If the judgment result is "YE
S ", that is, when it is determined that the current remaining battery charge SOC> the discharge depth limit execution upper limit value SOCUPH (when the battery has a high capacity), the process proceeds to step S056. The decision result in the step S052 is "NO", that is, the current remaining battery charge SOC ≦ the upper limit value SOCUPH for performing the discharge depth limitation.
Is determined (when the capacity is low), the process proceeds to step S053. The discharge depth limit execution upper limit value SOCUPH is set to, for example, 70%.

Next, in step S053, it is determined whether or not the remaining battery charge SOC is smaller than the lower limit threshold SOCLMTL. If the determination result is “YES”, that is, if it is determined that the remaining battery charge SOC <lower threshold SOCLMTL (if the battery has a low capacity), the DOD limit determination flag F_DODLMT is set to “1” in step S054, and the discharge depth is set. The restriction control mode is set, and the flow advances to step S063. This allows the DOD limit determination flag F_DO to be determined in the assist trigger determination described later.
Control according to the state of the DLMT is performed.

Here, when the control enters the depth-of-discharge limit control mode, as shown in FIG. 3, power is generated such that the remaining battery charge SOC increases. In step S053, the remaining battery charge SOC ≧ the lower threshold SOCLMTL, that is, If it is determined that the remaining battery charge SOC is equal to or greater than the lower threshold SOCLMTL (if the battery has a high capacity), the DOD limit determination flag F_DOD is determined in step S055.
Determine the state of LMT.

If the result of the determination in step S055 is "Y
ES ", that is, when it is determined that the discharge depth limit control mode is set, in step S056, the remaining battery charge SOC> the upper limit threshold SOCLMTH,
That is, the remaining battery charge SOC becomes the upper threshold SOCLMT.
It is determined whether it is larger than H or not. In step S056, the remaining battery charge SOC> upper limit threshold SOCLMT
H, that is, the remaining battery charge SOC is at the upper threshold SOC.
If it is determined that it is larger than LMTH (high capacity), the process proceeds to step S057, where the initial value SOCINT of the remaining battery charge SOC and the upper limit threshold SO corresponding thereto are set.
CLMTH and the lower threshold SOCLMTL are updated. The increase in the remaining battery charge SOC due to this update is continued until the remaining battery charge SOC becomes the D zone in step S051. Therefore, the remaining battery capacity SOC is promptly
And charging can be prevented from being performed more than necessary.

In step S055, if the flag value of the DOD limit determination flag F_DODLMT is "0", that is, if the setting of the discharge depth limit control mode has been canceled, or in step S056, the remaining battery charge SOC ≦ the upper threshold SOCLMTH, that is, If it is determined that the remaining capacity SOC is equal to or lower than the upper threshold SOCLMTH (if the remaining capacity is low), step S06 is performed.
Proceed to 3.

Next, the specific contents of such a discharge depth limit control mode will be described. In the depth-of-discharge limit control mode, the control is such that the remaining battery charge SOC tends to increase when the remaining battery charge SOC tends to decrease and reaches the lower limit threshold SOCLMTL described above. Therefore, by raising the assist trigger threshold value for determining whether or not to perform acceleration, the acceleration frequency is reduced, the charging frequency in the cruise mode is increased, and the battery tends to be charged. Hereinafter, the assist trigger determination will be described.

[Assist Trigger Determination] FIGS. 4 and 5 are flowcharts of assist trigger determination, and more specifically, flowcharts for determining the acceleration / cruise mode based on the region. In step S100, it is determined whether or not the flag value of the energy storage zone C flag F_ESZONEC is “1”. If the judgment result is "YE
S ", that is, when it is determined that the remaining battery charge SOC is in the C zone, it is determined in step S136 whether the final assist command value ASTPWRF is equal to or less than 0. If the determination result in step S136 is “YES”,
That is, when it is determined that the final assist command value ASTORF is equal to or smaller than 0, 1.0 is substituted for the cruise power generation amount subtraction coefficient KTRGRGN in step S137,
In step S122, the motor assist determination flag F
"0" is substituted for _MAST and the routine returns. If the determination result in step S100 and step S136 is "N
In the case of "O", the calculation processing of the throttle assist trigger correction value DTHAST is performed in step S101.
The processing content will be described later.

Next, in step S102, a threshold value MTHASTN as a reference of the throttle assist trigger is searched from the throttle assist trigger table. As shown by the solid line in FIG. 8, the throttle assist trigger table includes a throttle opening threshold MT which is a criterion for determining whether or not to perform motor assist with respect to the engine speed NE.
HASTN is defined, and a threshold value is set according to the engine speed NE.

Next step S103, step S106
Then, the high throttle assist trigger threshold MTHASTH is obtained by adding the correction value DTHAST calculated in step S101 to the reference threshold MTHASTN of the throttle assist trigger obtained in step S102, and the high throttle assist trigger threshold MTHTH is obtained.
Difference #DM for setting hysteresis from ASTH
THAST is subtracted to obtain a low throttle assist trigger threshold value MTHASTL. When these high and low throttle assist trigger thresholds are described in a manner superimposed on the reference threshold MTHASTN in the throttle assist trigger table of FIG. 6, they are indicated by broken lines.

In step S104 after step S103, the throttle assist trigger upper limit value MT is set.
The HASTN is searched from the throttle assist trigger upper limit table shown in FIG. 11 according to the engine speed NE. Then, in step S105, the high throttle assist trigger threshold M obtained in step S103
THASTH is the throttle assist trigger upper limit value MTH
It is determined whether it is equal to or greater than HASTN. If the result of the determination is that the high throttle assist trigger threshold value MTHASTTH is equal to or greater than the throttle assist trigger upper limit value MTHHASTN, the process proceeds to step S105A, where the high throttle assist trigger threshold value MTHASTTH is substituted with the throttle assist trigger upper limit value MTHHASTN, and step S1 is performed.
Proceed to 06. If the result of the determination in step S105 is that the high throttle assist trigger threshold value MTHASTH is smaller than the throttle assist trigger upper limit value MTHHASTN, the process proceeds to step S106.

Therefore, the above steps S104 and S1
Through steps 05 and 105A, the assist trigger threshold is set up to the throttle assist trigger upper limit MTHHASTN regardless of the amount of increase of the assist trigger threshold in the throttle assist trigger correction calculation in step S101 described later. Therefore, the high throttle assist trigger threshold value MTHA is set according to the engine speed NE.
By providing an upper limit value for STH, it is possible to prevent the assist from becoming unnecessarily difficult and to improve drivability.

In step S107, the current value THEM of the throttle opening is determined by the throttle assist trigger threshold M obtained in steps S105 and S106.
It is determined whether or not THAST or more. The throttle assist trigger threshold value MTHAST in this case is a value having the above-described hysteresis, and is high when the throttle opening is increasing, and is low when the throttle opening is small. Assist trigger threshold MTHAST
L is referred to respectively.

If the result of the determination in step S107 is "YES", that is, if the current throttle opening value THEM is equal to the throttle assist trigger threshold value MTHAST
If it is equal to or greater than (threshold for setting the high / low hysteresis), the determination result is "NO" in step S109, that is, the current value of the throttle opening THEM is equal to or greater than the throttle assist trigger threshold MTHAST (threshold for setting the high / low hysteresis). If not, the process proceeds to step S108. In step S109, the throttle motor assist determination flag F_MASTTH is set to "1", while in step S108, the throttle motor assist determination flag F_MASTTH is set to "0".

In the processing so far, it is determined whether or not the throttle opening TH is an opening requiring motor assist. In step S107, the current value of the throttle opening THEM is set to the throttle assist trigger threshold value. MTH
When it is determined that the value is equal to or higher than AST, the throttle motor assist determination flag F_MASTTH is set to “1”, and by reading this flag in the “acceleration mode”, it is determined that the motor assist is required.

On the other hand, the fact that "0" is set to the throttle motor assist determination flag F_MASTTH in step S108 indicates that it is not in the region of the motor assist determination based on the throttle opening. In this embodiment, the assist trigger is determined based on both the throttle opening TH and the engine intake pipe negative pressure PB. When the current throttle opening THEM is equal to or greater than the throttle assist trigger threshold MTHAST. Is determined based on the throttle opening TH, and in a region not exceeding the threshold value, a determination is made based on the intake pipe negative pressure PB described later. Then, in step S109,
Throttle motor assist determination flag F_MASTTH
Is set to "1", the process proceeds to step S134 to deviate from the normal assist determination, the cruise generation amount subtraction coefficient KTRGRGN is set to "0", and in the next step S135, the motor assist determination flag F_MAST is set to "1". Set and return.

On the other hand, in step S110, MT
It is determined whether or not the flag value of the / CVT determination flag F_AT is “1”. If the result of the determination is "NO", that is, if it is determined that the vehicle is an MT vehicle, the flow proceeds to step S111. If the result of the determination in step S110 is "YES", that is, if it is determined that the vehicle is a CVT vehicle, the flow proceeds to step S123. In step S111, a process of calculating the intake pipe negative pressure assist trigger correction value DPBAST is performed. The processing content will be described later.

Next, in step S112, a threshold value MASTL / H of the intake pipe negative pressure assist trigger is retrieved from the intake pipe negative pressure assist trigger table. This intake pipe negative pressure assist trigger table, as shown by two solid lines in FIG.
High intake pipe negative pressure assist trigger threshold MA for determining whether or not to perform motor assist with respect to engine speed NE
STH and low intake pipe negative pressure assist trigger threshold MASTL
In the search processing of step S112, the high threshold line MA of FIG. 7 is changed in accordance with an increase in the intake pipe negative pressure PBA or a decrease in the engine speed NE.
When passing through STH from the bottom to the top, the motor assist determination flag F_MAST is set from “0” to “1”, and conversely, the motor assist determination flag F_MAST becomes low in response to a decrease in the intake pipe negative pressure PBA or an increase in the engine speed NE. When the vehicle passes the threshold line MASTL from top to bottom, the motor assist determination flag F_MA
ST is set from “1” to “0”. In FIG. 7, the gear is changed for each gear and for each stoichiometric / lean burn.

Then, in the next step S113, it is determined whether or not the flag value of the motor assist determination flag F_MAST is "1", and if the determination result is "1", the process proceeds to step S114 and the determination result is " If not “1”, the process proceeds to step S115. Then, in step S114, the intake pipe assist trigger threshold value MAST is determined by subtracting the intake pipe negative pressure assist trigger low threshold value MASTL retrieved in step S112 from the correction value DP calculated in step S111.
Calculated as a value obtained by adding BAST and BAST and step S116
In step S1, the current value PBA of the intake pipe negative pressure is
It is determined whether or not it is equal to or greater than the intake pipe assist trigger threshold value MAST obtained in 14. If the determination is "YES", the flow proceeds to step S134. If the determination is "NO", the flow proceeds to step S119. In step S115, the intake pipe assist trigger threshold value MAST is set in step S115.
High threshold M of the intake pipe negative pressure assist trigger searched at 112
ASTH and the correction value DPB calculated in step S111
AST is added to the value, and the process proceeds to step S116.

Next, in step S119, FIG.
As shown in the above, the intake pipe negative pressure assist trigger threshold MAS
From T, a predetermined intake pipe negative pressure delta value #DCRSPB
By subtracting (for example, 100 mmHg), the final intake pipe negative pressure assist trigger lower limit threshold value MASTFL is obtained. Next, in step S120, the final intake pipe negative pressure assist trigger lower limit threshold value MASTFL and the intake pipe negative pressure assist trigger threshold value MAST are interpolated with the current intake pipe negative pressure value PBA as shown in FIG. An amount subtraction coefficient table value KPBRGN is obtained, and in step S121, the cruise power generation amount subtraction coefficient table value KPBRGN is substituted for the cruise power generation amount subtraction coefficient KTRGRGN. Then, in step S122, "0" is substituted for the motor assist determination flag F_MAST, and the routine returns.

In step S110, MT / C
The determination result of the flag value of the VT determination flag F_AT is “YE
S ", that is, when it is determined that the vehicle is a CVT vehicle, the process proceeds to step S123, and a calculation process of the intake pipe negative pressure assist trigger correction value DPBASTTH is performed. The processing content will be described later.

Next, in step S124, a threshold value MASTTHL / H of the intake pipe negative pressure assist trigger is retrieved from the intake pipe negative pressure assist trigger table. As shown by the two solid lines in FIG. 10, the intake pipe negative pressure assist trigger table includes a high intake pipe negative pressure assist trigger threshold value for determining whether or not to perform motor assist with respect to the engine control vehicle speed VP. MASTTHH and a low intake pipe negative pressure assist trigger threshold value MASTTHL, which are set in step S12.
In the search process of No. 4, when the high threshold line MASTTHH in FIG. 10 passes from the bottom to the top in response to an increase in the throttle opening TH or a decrease in the engine control vehicle speed VP, the motor assist determination flag F_MAST is set to “ "0" to "1", and the throttle opening TH
The motor assist determination flag F_MAST is set from "1" to "0" when the vehicle passes the low threshold line MASTTHL from the top to the bottom in accordance with the decrease of the vehicle speed or the increase of the engine control vehicle speed VP. . still,
FIG. 10 shows a change in holding for each stoichiometric / lean burn.

Then, in the next step S125, it is determined whether or not the flag value of the motor assist determination flag F_MAST is "1". If the determination result is "1", the process proceeds to step S126, and the determination result is "1". If not “1”, the process proceeds to step S127. In step S126, the intake pipe assist trigger threshold value MASTTH is calculated as a value obtained by adding the low threshold value MASTTHL of the intake pipe negative pressure assist trigger searched in step S124 and the correction value DPBASTTH calculated in step S123. In S128, the current value THE of the throttle opening is
It is determined whether or not M is equal to or greater than the intake pipe assist trigger threshold value MASTTH obtained in step S126. If the determination is "YES", the flow proceeds to step S134. If the determination is "NO", the flow proceeds to step S131.

Next, in step S131, FIG.
As shown in the above, the intake pipe negative pressure assist trigger threshold MAS
From TTH, a predetermined throttle opening delta value #DCR
By subtracting STHV, the final intake pipe negative pressure assist trigger lower limit threshold value MASTTHFL is obtained. Next, step S
At 132, the final intake pipe negative pressure assist trigger lower limit threshold MASTTHFL and the intake pipe negative pressure assist trigger threshold M
As shown in FIG. 9, ASTTH is interpolated and calculated with the current value THEM of the throttle opening to obtain a cruise power generation amount subtraction coefficient table value KPBRGTTH. In step S133, the cruise power generation amount subtraction coefficient table value KPBRGTH
Is substituted for the cruise generation amount subtraction coefficient KTRGRGN.
Then, in step S122, "0" is substituted for the motor assist determination flag F_MAST, and the routine returns.

"TH Assist Trigger Correction" FIG. 12 is a flowchart of the throttle assist trigger correction in step S101. Step S1
At 50, the air conditioner clutch ON flag F_HMA
It is determined whether or not ST is “1”. If the judgment result is "YE
S ", that is, when the air conditioner clutch is ON, in step S151, the air conditioner correction value DTHAA
A predetermined value #DTHAAC (for example, 20 deg) is substituted for C, and the process proceeds to step S153.

If the result of the determination in step S150 is "N
If "O", that is, if the air conditioner clutch is OFF, "0" is substituted for the air conditioner correction value DTHAAC, and the process proceeds to step S153. As a result, the threshold value of the motor assist is raised. In step S153, an atmospheric pressure correction value (DTHAP) corresponding to the atmospheric pressure (PA)
A) is searched. This correction is a table search for a correction value set in the throttle assist trigger PA correction table such that the correction value decreases as going from a high altitude to a low altitude. With this table search, the atmospheric pressure correction value DTHAP is obtained.
A is required.

Next, in step S154, the large current flag F
It is determined whether or not _VELMAH is “1”. The setting of the large current flag will be described later. When the current consumption of the 12V system is large, the threshold value of the assist trigger is raised, so that the frequency of the acceleration mode is reduced and the frequency of the cruise mode is increased, so that a decrease in the remaining battery charge can be prevented. If the result of determination in step S154 is that a large current is flowing, then in step S155 a large current correction value D that decreases with an increase in the engine speed NE.
THVEL is obtained by table search and step S15
Go to 7. If it is determined in step S154 that a large current is not flowing, step S15
In step 6, "0" is set to the large current correction value DTHVEL, and the flow advances to step S157.

Next, in step S157, it is determined whether or not a restriction process is performed on the depth of discharge DOD of the battery.
The determination is made based on whether or not the D limit determination flag F_DODLMT is “1”. Then, when the mode is the discharge depth limit control mode, the DOD limit control mode correction value #DTHDOD is searched in a table based on FIG. 13 in step S159, and is substituted for the DOD limit control mode correction value DTHDOD. Then, in step S160, the DOD limit mode remaining capacity correction value #KPDOD is searched in a table based on FIG. 14 in accordance with the initial value SOCINT of the remaining battery capacity SOC, and the DOD limit control mode remaining capacity correction value KPD is searched.
Substituted into OD, and proceed to step S161.

On the other hand, if it is determined in step S157 that the depth-of-discharge limit control mode has been released, the flow advances to the next step S156 to substitute "0" for the DOD limit control mode correction value DTHDOD. In this case, the predetermined value #DTHDOD is set to a positive value to increase the determination value for the motor assist, and is corrected so as to reduce the frequency of the motor assist in the discharge depth limit control mode. . Therefore, in the discharge depth limit control mode, the frequency of entering the assist can be suppressed, and the remaining battery charge SOC can be quickly recovered. Next, in step S161, a throttle assist trigger load correction amount vehicle speed correction coefficient KVDDTHAST corresponding to the control vehicle speed VP is obtained by a table search as shown in FIG. Note that the throttle assist trigger load correction amount vehicle speed correction coefficient KVDDTHAST decreases as the control vehicle speed VP increases. As a result, the lower the vehicle speed, the greater the amount of increase in the assist trigger threshold. Next, in step S162, the throttle assist trigger DOD correction amount corresponding to the control vehicle speed VP The vehicle speed correction coefficient K
VDTHDOD is obtained by a table search as shown in FIG. The throttle assist trigger DOD correction amount vehicle speed correction coefficient KVDTHDOD increases as the control vehicle speed increases.
Becomes smaller.

Then, in the next step S163,
And air-conditioning correction value DTHAAC obtained in step S151 or step S152, the atmospheric pressure correction value DTHAPA obtained in step S153, the large current correction value DTHVEL determined in step S155 or step S156
And the DOD limit control mode correction value DTHDOD obtained in step S158 or S159, and the DOD limit control mode remaining capacity correction value K obtained in step S160.
PDOD and the throttle assist trigger load correction amount vehicle speed correction coefficient KVDDTHAST obtained in step S161
Then, the throttle assist trigger correction value DTHAST is obtained from the throttle assist trigger DOD correction amount vehicle speed correction coefficient KVDTHDOD obtained in step S162, and the control is terminated.

Here, in the DOD limit control mode,
The DOD limit control mode correction value DTHDOD obtained in step S159 and the throttle assist trigger DOD correction amount vehicle speed correction coefficient KV obtained in step S162 by that amount.
Although the assist trigger threshold is raised by DTHDOD, when the remaining battery charge is sufficient, the DOD limit control mode remaining charge correction value KPDOD obtained in step S160 determined according to the initial value SOCINT of the remaining battery charge SOC is: Since the amount of increase in the assist trigger threshold can be reduced, the remaining battery charge SO
The problem that it is difficult to enter the acceleration mode even when the amount of C is large can be solved. That is, when the initial value SOCINT of the remaining battery charge SOC is large, the amount of increase of the assist trigger threshold can be reduced as compared with when the initial value SOCINT is small, so that it is difficult to uniformly enter the acceleration mode at the depth of discharge DOD. Instead, when the initial value SOCINT of the remaining battery charge SOC is large, it is easier to enter the acceleration mode than when the initial value SOCINT is small, and drivability can be improved.

[PB assist trigger correction (MT)] FIG.
FIG. 7 is a flowchart of the intake pipe negative pressure throttle assist trigger correction in step S111. In step S201, the air conditioner clutch O
It is determined whether the N flag F_HMAST is “1”. If the result of the determination is "YES", that is, if the air conditioner clutch is ON, the predetermined value #DPBAAC is substituted for the air conditioner correction value DPBAAC in step S203, and the flow proceeds to step S204. If the determination result in step S201 is “NO”, that is, if the air conditioner clutch is OFF, in step S202 the air conditioner correction value D
“0” is substituted for PBAAC, and the process proceeds to step S204. As a result, the threshold value of the motor assist is raised.

In step S204, a search for an atmospheric pressure correction value (DPBAPA) corresponding to the atmospheric pressure is performed. This correction is a table search for a correction value set in the intake pipe negative pressure assist trigger PA correction table so that the correction value decreases as going from a high altitude to a low altitude. The atmospheric pressure correction value DPBAPA is obtained by this table search.

Next, in step S205, it is determined whether or not the limit processing for the depth of discharge DOD of the battery is performed.
The determination is made based on whether or not the D limit determination flag F_DODLMT is “1”. If the control mode is the discharge depth limit control mode, the DOD limit control mode correction value #DPBDOD is searched in a table based on FIG. 18 in step S206, substituted into the DOD limit control mode correction value DPBDOD, and the process proceeds to step S207. In step S207, the DOD limit mode remaining capacity correction value #KEDOD is searched in a table based on FIG. 19 in accordance with the initial value SOCINT of the remaining battery capacity SOC, and substituted into the DOD limit control mode remaining capacity correction value KEDOD, and the process proceeds to step S210. .

On the other hand, if the discharge depth limit control mode has been released in step S205, the next step S205
Proceeding to S208, the DOD limit control mode correction value DPBDO
“0” is substituted for D, and the process proceeds to step S209. The predetermined value #DPBDOD in this case is set to a positive value so as to increase the determination value for motor assist, and is corrected so as to reduce the frequency of motor assist in the discharge depth limit control mode. . Therefore, in the discharge depth limit control mode, the frequency of entering the assist can be suppressed, and the remaining battery charge SOC can be quickly recovered.

Next, in step S209, the large current flag F
It is determined whether or not _VELMAH is “1”. The setting of the large current flag will be described later. This is because it is necessary to increase the threshold value of the assist trigger when the current consumption of the 12V system is large, as in the description in step S154 described above. If the result of determination in step S209 is that a large current is flowing, in step S210, a large current correction value DPBVEL that decreases in accordance with the engine speed NE is determined by a table search, and step S2 is performed.
Proceed to 12. If it is determined in step S209 that a large current is not flowing, step S2 is performed.
In step 11, "0" is set to the large current correction value DPBVEL, and the flow advances to step S212.

Next, in step S212, an intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KVDPBAST corresponding to the control vehicle speed VP is obtained by a table search as shown in FIG. Note that the above-described step S161
For the same reason as described above, as the control vehicle speed VP increases, the intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KVDP
BAST is getting smaller. Next, step S213
FIG. 2 shows a throttle assist trigger DOD correction amount vehicle speed correction coefficient KVDPBDOD corresponding to the control vehicle speed VP in FIG.
As shown in FIG.

Then, in the next step S214,
The air conditioner correction value DPBAAC obtained in step S202 or S203, the atmospheric pressure correction value DPBAPA obtained in step S204, the DOD restriction control mode correction value DPBDOD obtained in step S206 or S208, and the DOD restriction obtained in step S207. Control mode remaining capacity correction value KEDOD and step S21
0 or the large current correction value DPB obtained in step S211
VEL, the intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KVDPBAST obtained in step S212,
Throttle assist trigger D obtained in step S213
An intake pipe negative pressure assist trigger correction value DPBAST is obtained from the OD correction amount vehicle speed correction coefficient KVDPBDOD and the control is terminated. Therefore, as described above, in the DOD limit control mode, the DOD limit control mode correction value DPBDOD calculated in step S206 and the
Although the assist trigger threshold is raised by the throttle assist trigger DOD correction amount vehicle speed correction coefficient KVDPBDOD obtained in 213, when the remaining battery charge is sufficient, the initial value SOC of the remaining battery charge SOC is increased.
D obtained in step S207 determined according to INT
Since the amount of increase in the assist trigger threshold can be reduced by the OD limit control mode remaining capacity correction value KEDOD, it is possible to solve the problem that it is difficult to enter the acceleration mode even when the battery remaining capacity SOC is large. That is, the remaining battery charge S
When the initial value SOCINT of the OC is large, the amount of increase in the assist trigger threshold value can be reduced as compared with when the initial value SOCINT is small, so that it is not difficult to uniformly enter the acceleration mode at the depth of discharge DOD. When the initial value SOCINT of the capacity SOC is large, it is easier to enter the acceleration mode than when the initial value SOCINT is small, and drivability can be improved.

Here, a flowchart for setting the large current flag will be described with reference to FIG. In step S180, a predetermined value #VELMAH (for example, 2
It is determined whether the average current consumption VELAVE is greater than 0A). If the result of the determination is "YES", that is, if it is determined that a large current consumed by the 12V system has flowed, step S18
In step 2, it is determined whether or not the delay timer TELMA is "0". If it is "0", the large current flag F_VELMAH is set to "1" in step S184, and the control is terminated.

If it is determined in step S182 that the delay timer TELMA is not "0", the flow advances to step S183. If the result of the determination in step S180 is “NO”, that is, if it is determined that a large current is not flowing, the predetermined value #TMELMA (for example,
30 seconds), and the process proceeds to step S183. In step S183, the large current flag F_VELMAH is set to “0”.
Is set and the control ends. Here, the large current flag F_VELMAH is determined in steps S154, S209, and step S259 described below. Here, since the state in which the 12V system current consumption is large is limited to the case where the delay timer TELMA timer continues for a certain period of time, the current consumption is temporarily increased, for example, by raising or lowering the power window or turning on a stop lamp. Are excluded if they have increased.

[PB Assist Trigger Correction (CVT)] FIG. 23 is a flowchart of the intake pipe negative pressure throttle assist trigger correction in step S123. In step S251, it is determined whether the air conditioner clutch ON flag F_HMAST is “1”.
The determination result is "YES", that is, the air conditioner clutch is ON
If so, in step S253, the predetermined value #DPBAACTH is substituted for the air conditioner correction value DPBAACTH, and the process proceeds to step S254. If the determination result in step S251 is "NO", that is, the air conditioner clutch is OFF, "0" is substituted for the air conditioner correction value DPBAACTH in step S252, and the process proceeds to step S254. As a result, the threshold value of the motor assist is raised.

In step S254, a search for an atmospheric pressure correction value (DPBATH) corresponding to the atmospheric pressure is performed. This correction is a table search for a correction value set in the intake pipe negative pressure assist trigger PA correction table so that the correction value decreases as going from a high altitude to a low altitude. The atmospheric pressure correction value DPBATH is obtained by this table search.

Next, in step S255, it is determined whether or not a restriction process is performed on the depth of discharge DOD of the battery.
The determination is made based on whether or not the D limit determination flag F_DODLMT is “1”. Then, in the discharge depth limit control mode, the DOD limit control mode correction value #DPBDODTH is searched in a table based on FIG. 24 in step S256, and the DOD limit control mode correction value DPBDO is obtained.
Then, the process proceeds to step S257. In step S257, the initial value SO of the remaining battery charge SOC is set.
DOD limit mode remaining capacity correction value #KE according to CINT
The DOD is searched in a table based on FIG. 19, and substituted into the DOD limit control mode remaining capacity correction value KEDOD, and step S is executed.
Proceed to 260.

On the other hand, if the discharge depth limit control mode has been released in step S255,
Proceeding to 258, the DOD limit control mode correction value DPBDO
“0” is substituted for DTH, and the process proceeds to step S259. The predetermined value #DPBDODTH in this case is set to a positive value to increase the determination value for motor assist, and is corrected to reduce the frequency of motor assist when in the discharge depth limit control mode. . Therefore, in the discharge depth limit control mode, the frequency of entering the assist can be suppressed, and the remaining battery capacity S
OC can be quickly recovered.

Next, in step S259, the large current flag F
_VELMAH is you determine whether or not "1". It is necessary to lift the threshold of the assist trigger when likewise the current consumption of the 12V system is large and the description in Step S154 that before mentioned. If the result of determination in step S259 is that a large current is flowing, step S260
, A large current correction value DPBVELTH that decreases in accordance with the control vehicle speed VP is obtained by a table search, and the flow proceeds to step S262. If it is determined in step S259 that a large current is not flowing, the large current correction value DPBVELTH is set to "0" in step S261, and the process proceeds to step S262.

Next, in step S262, an intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KVDPBAST corresponding to the control vehicle speed VP is obtained by a table search as shown in FIG. Note that the above-described step S161
For the same reason as described above, as the control vehicle speed VP increases, the intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KVDP
BAST is getting smaller. Next, step S263
FIG. 2 shows a throttle assist trigger DOD correction amount vehicle speed correction coefficient KVDPBDOD corresponding to the control vehicle speed VP in FIG.
As shown in FIG.

Then, in the next step S264,
The air-conditioner correction value DPBAACTH obtained in step S252 or S253, the atmospheric pressure correction value DPBAPATH obtained in step S254, and step S25.
6 or the DOD limit control mode correction value DPBDODTH obtained in step S258, the DOD limit control mode remaining capacity correction value KEDOD obtained in step S257, the large current correction value DPBVELTH obtained in step S260 or step S261, and step S262. The determined intake pipe negative pressure assist trigger load correction amount vehicle speed correction coefficient KV
DPBAST and the throttle assist trigger DOD correction amount obtained in step S263 vehicle speed correction coefficient KVDPBD
OD and intake pipe negative pressure assist trigger correction value DPBAS
The control is ended after obtaining TTH.

Therefore, as described above, in the DOD limit control mode, the DOD limit control mode correction value DPBDODTH obtained in step S256 and the throttle assist trigger DOD obtained in step S263 are correspondingly increased.
The assist trigger threshold is raised by the correction amount vehicle speed correction coefficient KVDPBDOD, but when the remaining battery charge is sufficient, the DOD limit control mode remaining charge determined in step S257 determined according to the initial value SOCINT of the remaining battery charge SOC. Since the amount of increase in the assist trigger threshold can be reduced by the correction value KEDOD, it is possible to solve the problem that it is difficult to enter the acceleration mode even when the remaining battery charge SOC is large. That is, when the initial value SOCINT of the remaining battery charge SOC is large, the amount of increase of the assist trigger threshold can be reduced as compared with when the initial value SOCINT is small.
Rather than making it difficult to uniformly enter the acceleration mode by the OD, when the initial value SOCINT of the remaining battery charge SOC is large, it is easier to enter the acceleration mode than when the initial value SOCINT is small, thereby improving drivability. Can be.

Therefore, according to the above-described embodiment, the assist trigger threshold is raised according to the depth of discharge DOD and the cruise frequency is increased, particularly in the depth of discharge limit control mode, so that the battery 3 is controlled according to the depth of discharge DOD. Can be quickly recovered. In setting the correction value of the assist trigger, a correction value corresponding to the control vehicle speed VP is set (the lower the vehicle speed, the higher the assist trigger threshold value). Since the repetition is repeated, the remaining battery charge SOC can be set in the recovery direction even in a case where sufficient regeneration cannot be ensured as in high-speed running.

On the other hand, the amount of addition to the assist trigger threshold value according to the initial value SOCINT of the remaining battery charge SOC, the throttle assist trigger correction value DTHA
ST, the correction value DPBAST, and the coefficient (DOD limit control mode remaining capacity correction values KPDOD, KEDOD) to be multiplied by the intake pipe negative pressure assist trigger correction value DPBASTTH can be changed. In this case, the effect of the discharge depth limitation control mode can be reduced.
Therefore, the initial value SO of the remaining battery charge SOC is
Even when the number of CINTs is large, it is possible to avoid occurrence of a situation in which it is difficult to enter the acceleration mode, and to improve drivability. That is, when the initial value SOCINT of the remaining battery charge SOC is large, the amount of increase of the assist trigger threshold can be reduced as compared with when the initial value SOCINT is small, so that it is difficult to uniformly enter the acceleration mode at the depth of discharge DOD. Instead, when the initial value SOCINT of the remaining battery charge SOC is large, it is easier to enter the acceleration mode than when the initial value SOCINT is small,
Drivability can be improved.

It should be noted that the present invention is not limited to the above-described embodiment. To make the battery tend to charge, for example, the charge amount during cruise may be increased more than usual, or the assist amount in the acceleration mode may be reduced. Various modes of suppressing the amount of battery discharge and increasing the amount of charge, such as reducing the amount of battery charge, can be used together. When the charge amount during cruise is increased or the assist amount during acceleration is reduced in this way, the charge amount and the assist amount are adjusted according to the initial value SOCINT of the remaining battery charge, and the battery charge is adjusted. When the initial value of the remaining capacity is large, it is possible to decrease the charge amount or increase the assist amount accordingly.

[0068]

As described above, according to the first aspect of the present invention, for example, the vehicle travels without regeneration due to repeated rapid acceleration and deceleration, or travels on a flat ground after traveling uphill. When it is not possible to recover the remaining capacity of the power storage device that has decreased during uphill traveling by regeneration, as in the case of the above, when it is detected that the remaining capacity of the power storage device has decreased by a predetermined amount, the remaining capacity of the power storage device may be set in the recovery direction. Therefore, there is an effect that the charge / discharge balance can be restored. When the remaining capacity of the power storage device is set to the recovery direction, the determination threshold correction unit raises the determination threshold according to the depth of discharge and reduces the frequency of assisting the motor with respect to the engine, thereby suppressing a decrease in the remaining capacity of the power storage device. Therefore, there is an effect that the remaining capacity can be promptly recovered when the remaining capacity of the power storage device is small.

On the other hand, the judgment threshold value set by the judgment threshold value correction means is further corrected by the judgment threshold remaining capacity correction means in accordance with the initial remaining capacity of the power storage device. Since the correction can be performed so as to increase the frequency of the assist, there is an effect that the decrease in the assist frequency when the initial remaining capacity of the power storage device is large can be prevented and the drivability can be improved. According to the invention described in claim 2, when the initial remaining capacity of the power storage device is large, the amount of increase in the determination threshold can be reduced as compared with when the initial remaining capacity of the power storage device is small. Rather than making it difficult to always enter the acceleration mode at the depth of discharge, when the remaining capacity of the power storage device is large, it is easier to enter the acceleration mode than when it is small, and drivability can be improved.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a hybrid vehicle.

FIG. 2 is a flowchart of a discharge depth limit determination.

FIG. 3 is a graph showing an SOC in a discharge depth limit control mode.

FIG. 4 is a flowchart of an assist trigger determination.

FIG. 5 is a flowchart of an assist trigger determination.

FIG. 6 is a graph showing threshold values of a TH assist mode and a PB assist mode.

FIG. 7 is a graph of a threshold value of the MT vehicle in the PB assist mode.

FIG. 8 is a graph for obtaining numerical values in steps S119 and S131.

FIG. 9 is a graph for calculation in steps S120 and S132.

FIG. 10 is a graph of a threshold value of the CVT vehicle in the PB assist mode.

FIG. 11 is a graph showing a TH assist trigger upper limit.

FIG. 12 is a flowchart of TH assist trigger correction.

FIG. 13 is a graph of a correction table according to DOD of discharge depth limitation control.

FIG. 14 is a graph of a correction coefficient corresponding to the initial battery remaining capacity.

FIG. 15 is a graph of a correction coefficient according to a control vehicle speed.

FIG. 16 is a graph of a correction coefficient according to a control vehicle speed.

FIG. 17 is a flowchart of PB assist trigger correction (MT vehicle).

FIG. 18 is a graph of a correction table for discharge depth limitation control.

FIG. 19 is a graph of a correction coefficient corresponding to the initial battery remaining capacity.

FIG. 20 is a graph of a correction coefficient according to a control vehicle speed.

FIG. 21 is a graph of a correction coefficient according to a control vehicle speed.

FIG. 22 is a flowchart for setting a large current determination flag.

FIG. 23 is a flowchart of PB assist trigger correction (CVT vehicle).

FIG. 24 is a graph of a correction table for discharge depth limitation control.

[Explanation of symbols]

Reference Signs List 3 battery (power storage device) 31 battery ECU (remaining capacity detection means, discharge depth detection means) E engine M motor S050 running start detection means S054 mode setting means S060 lower threshold setting means S061 upper threshold setting means S062 mode setting release means S103 S111, S123 Determination threshold correction means S122, S135 Assist determination means S160, S207, S257 Determination threshold remaining capacity correction means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI // F02D 29/02 B60K 9/00 E (72) Inventor Hiroshi Nakaune 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Atsushi Izuura 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. In Technical Research Institute (56) References JP-A-8-317505 (JP, A) JP-A-8-223705 (JP, A) JP-A-11-69507 (JP, A) JP-A-50-45239 (JP, A A) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60L 11/14 B60K 6/02 B60L 11/18 H02J 7/00 H02J 7/14 F02D 29/02

Claims (4)

(57) [Claims] 1. An engine that outputs a propulsion force of a vehicle, a motor that generates an auxiliary driving force that assists the output of the engine, and an electric power supplied to the motor or obtained by a regenerative operation of the motor when the vehicle is decelerated. A control device for a hybrid vehicle, comprising: a power storage device that stores regenerative energy; and an assist determination unit that determines whether or not the motor can assist output of an engine according to an operation state of the vehicle. Running start detecting means for detecting, remaining capacity detecting means for calculating the remaining capacity of the power storage device, and detecting the discharge amount of the remaining capacity from the initial remaining capacity of the power storage device when the start of running is detected a depth of discharge detecting means, and the lower limit threshold value setting means for setting a lower threshold value based on the initial remaining capacity, an upper limit threshold value setting means for setting an upper threshold based on the initial remaining capacity, power storage instrumentation Mode setting means for changing the control of the motor when the remaining capacity of the power storage device has decreased to the lower limit threshold value; and a control mode of the motor changed by the mode setting means when the remaining capacity of the power storage device has reached the upper limit threshold value. A mode setting canceling unit for canceling the setting of the above, and a reference for determination by the assist determining unit according to a discharge depth detected by the discharge depth detecting unit when control of the motor is changed by the mode setting unit. A determination threshold value correcting means for correcting a determination threshold value of engine output assistance; and a determination threshold value corrected by the determination threshold value correction means,
A control device for a hybrid vehicle, further comprising: a determination threshold remaining capacity correction unit that corrects according to an initial remaining capacity of the power storage device. 2. The hybrid vehicle control device according to claim 1, wherein the determination threshold remaining capacity correction unit decreases the correction amount of the determination threshold as the initial remaining capacity of the power storage device increases. 3. An engine for outputting a propulsive force of a vehicle;
Motor that generates auxiliary driving force to assist engine output
Power supply to the motor or the motor rotation during vehicle deceleration.
Power storage device that stores regenerative energy obtained by raw operation
And the engine by the motor according to the driving state of the vehicle
A hybrid vehicle control device comprising: an assist determination unit that determines whether or not output assistance of the hybrid vehicle is provided, wherein the travel start detection unit detects a start of travel of the vehicle, and the remaining capacity detection unit calculates a remaining capacity of the power storage device From the initial remaining capacity of the power storage device when the start of travel is detected.
Of the depth of discharge detecting means for detecting the discharge amount, setting the discharge amount for the initial residual capacity, it sets the charge amount for the initial residual capacity, the electricity storage device of the motor when reduced to the discharge amount
A mode setting means for changing control, and the mode setting means when the power storage device reaches the charge amount.
Releases the motor control mode setting changed by the step
Mode setting canceling means, and when the control of the motor is changed by the mode setting means,
If the discharge depth detected by the discharge depth detection means
Accordingly, becomes a reference for determination by the assist determination means.
A judgment threshold value correcting means for correcting a judgment threshold value for engine output assistance
And the determination threshold corrected by the determination threshold correction means,
Further, a determination is made to correct according to the initial remaining capacity of the power storage device.
A hive comprising a threshold remaining capacity correction unit.
Control device for lid vehicle. 4. The storage device according to claim 1, wherein the determination threshold remaining capacity correction unit includes:
The larger the initial remaining capacity of the device, the smaller the correction amount of the judgment threshold
The hybrid vehicle according to claim 3, wherein
Both controls.