JP3336281B2 - Control device for hybrid vehicle - 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 system for a hybrid vehicle, and more particularly, to two factors, i.e., information related to a negative pressure of an intake pipe of an engine and information related to a throttle opening degree according to an engine state. And a control device for a hybrid vehicle in which the following is determined.

[0002]

2. Description of the Related Art Hitherto, a hybrid vehicle equipped with a motor in addition to an engine as a driving 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 assisting the output of the engine by a motor during acceleration and charging a battery by deceleration regeneration during deceleration, for example, to secure the remaining capacity of the battery. While satisfying the driver's demands. (For example, Japanese Patent Application Laid-Open No. 7-123509)
Issue). If you need assistance,
It is determined whether or not the throttle opening exceeds a predetermined threshold. When the throttle opening exceeds the threshold, the motor is driven to assist the output of the engine.

[0003]

Since the driver's intention to accelerate is reflected in the throttle opening,
It is possible to respond to the driver's acceleration request by determining the necessity of assist according to the throttle opening.However, even in the same output range, the amount of change in the throttle opening varies depending on the engine speed. 3100
In the case of an engine output range in which the throttle opening range is 10 ° to 23 ° in the case of rpm, the engine speed is 1000 rpm
m, the throttle opening becomes 3 ° to 14 °, and the throttle opening range becomes narrow in the low rotation range, even if the setting can be wide in the high rotation range. However, there is a problem that it is difficult to perform control such as finely setting the necessity of assist in a region. in this case,
It is conceivable to set the threshold value for assist determination based on the intake pipe negative pressure of the engine, which is proportional to the engine torque. In the partial load region, assisting reduces the load on the engine out of the total output relatively. Smaller,
The amount of intake air can be reduced by that amount, so fuel can be saved.However, in the case of the intake pipe negative pressure, when the engine is in the fully open region, the driver's intention to accelerate is not reflected, and assist for acceleration Is limited. The present invention has been made in view of the above circumstances, and has as its object to satisfy both the improvement of fuel efficiency and the reflection of the driver's intention to accelerate. Further, in this case, it is another object of the present invention to efficiently perform assist control according to various driving situations, such as when traveling on a slope.

[0004]

In order to achieve the above object, the present invention provides an assist trigger threshold value for starting the assist by a motor based on information related to the intake pipe negative pressure of the engine (in the embodiment, the intake pipe negative pressure PB). The intake pipe negative pressure determination area set accordingly (in the embodiment, steps S208 to S214
Area) and a throttle opening determination area (the area of steps S201 to S205 in the embodiment) in which the assist trigger threshold is set according to the throttle opening related information (throttle opening TH in the embodiment). The engine state is characterized by selectively using both the intake pipe negative pressure related information that is proportional to the engine torque and the throttle opening related information that reflects the driver's intention to accelerate. It is possible to perform appropriate control according to the conditions. In this case, in the partial load region where the engine torque also changes in response to the change in the intake pipe negative pressure, an intake pipe negative pressure determination area based on the intake pipe negative pressure-related information is used. In a full load region in which the driver does not respond to the change in the opening, the necessity of assistance is determined as a throttle opening determining region in accordance with throttle opening related information that reflects the driver's intention to accelerate.

[0005] By performing such control, in the intake pipe negative pressure determination region, the assist torque is added to the engine torque, and the engine output is correspondingly increased compared to the case where the engine alone bears all the necessary output. The burden is reduced. As a result, the intake air amount is reduced, and fuel consumption can be suppressed. On the other hand, in the throttle opening determination area, since the engine is fully opened, the engine torque has reached the upper limit, and if there is no assist by the motor,
Although the accelerator operation of the driver is not reflected in the output, the intention to accelerate can be appropriately reflected by assisting according to the throttle opening related information. Conversely, in the intake pipe negative pressure determination area, since the intake pipe negative pressure and the engine torque change in response to the driver's accelerator operation, the degree necessary to reduce the load on the engine and improve fuel efficiency. In the throttle opening determination area, a torque according to the driver's intention to accelerate is added to the exhausted engine torque in the throttle opening determination area, so that it is linearly proportional to the driver's accelerator operation. The output can be changed.

More specifically, a control system for a hybrid vehicle includes an engine that outputs the propulsive force of the vehicle and a motor that assists the output of the engine based on assist request information (a motor assist determination flag F MAST in the embodiment). Throttle opening assist determining means (step S205 in the embodiment) for determining whether or not the throttle opening related information is equal to or larger than a throttle assist trigger threshold value for starting the assist by the motor; When it is determined that the trigger threshold has not been reached, the intake pipe negative pressure assist determination is performed to determine whether or not the information related to the intake pipe negative pressure of the engine is equal to or higher than the intake pipe negative pressure assist trigger threshold for starting assist by the motor. Means (Step S211 in the embodiment)
And assist request means for outputting assist request information when the throttle opening related information or the intake pipe negative pressure related information is equal to or more than the respective assist trigger threshold value (step S2 in the embodiment).
11 also serves as an assist requesting means).

That is, a throttle assist trigger threshold value is set for the throttle opening related information. If the threshold value is equal to or greater than the threshold value, an assist request is made. The assist determination is made based on the trigger threshold. In this case, the throttle assist trigger threshold value is set to a throttle opening related information value when the engine shifts from the partial load region to the full load region. Note that the intake pipe negative pressure related information and the throttle opening related information set as the assist trigger threshold are set according to the engine speed or the vehicle speed, respectively. In the present invention, the throttle opening-related information can be applied to the accelerator pedal depression amount or the depression angle in addition to the throttle opening. Parameters correlated with the engine torque, such as the flow rate and the fuel injection time, can be applied.

[0008] Also, when the vehicle is traveling on a slope or at a high speed, the intake pipe negative pressure may slightly increase. However, in the assist determination region based on the intake pipe negative pressure-related information, the engine is not operated. Since the aim is to assist in reducing the load, changes in the intake pipe negative pressure related information should not be assisted by an increase in the intake pipe negative pressure due to running on a slope, etc. When the amount is small, a running state correction means (steps S221 to S228 in the embodiment) for raising the intake pipe negative pressure assist trigger threshold is provided. Further, a power storage device (battery 3 in the embodiment) for storing the electric energy generated by the output of the engine and supplying the electric energy to the motor, and a remaining capacity detecting unit (the embodiment) for detecting the remaining capacity of the power storage device In the case where the battery ECU 31 is provided, when the remaining capacity is detected to be in an overcharged state, an overcharge correction means (steps S248 and S249 in the embodiment) for lowering each assist trigger threshold value is provided. . When the power storage device is in the overcharged state, the assist is facilitated and the discharge is positively controlled so that the remaining capacity can be quickly returned to the normal use area.

On the other hand, when it is detected that the remaining capacity of the power storage device is small, a structure having remaining capacity correction means (steps S246 and S247 in the embodiment) for increasing the throttle assist trigger threshold value is employed, or the intake pipe negative pressure assist is provided. Assume that assist prohibition means (steps S208 and S215 in the embodiment) for prohibiting the determination by the determination means is provided. Alternatively, a configuration including both means is adopted. By such control, the frequency of assist decreases, and the remaining capacity returns to the normal use area relatively early. In this case, as described above, in the assist determination based on the intake pipe negative pressure-related information, the aim is to assist to reduce the engine load. Therefore, when the remaining capacity is small, the assist is prohibited. In the assist determination based on the information, the threshold value is raised in order to reflect the driver's intention to accelerate, and if the throttle opening related information is large, the assist is allowed.

[0010] Further, when the remaining capacity of the power storage device is reduced by a predetermined depth (in the embodiment, 3 to 4% of the remaining capacity) with respect to the initial remaining capacity at the start of running of the vehicle, the discharge depth for increasing the throttle assist trigger threshold value. It is configured to include a correction unit (Step S244 in the embodiment). In the case of running in which electric energy cannot be stored, such as repeated running of rapid acceleration or running up a hill, if no control is performed, the remaining capacity decreases without increasing while running. Therefore, when the remaining capacity decreases by a predetermined depth, a threshold value added to the driver's intention to accelerate is set to reduce the frequency of assist, thereby restoring the remaining capacity.

In this assist determination, when the air conditioner in the vehicle is operated, the negative pressure of the intake pipe increases due to an increase in the engine load, or the throttle opening increases due to the accelerator operation by the driver. For example, the intake pipe negative pressure or the throttle opening exceeds the assist trigger threshold, and as a result, an assist request is made, and control different from the actual driver's intention or the like may be performed. In such a case, the air conditioner correction means that raises each assist trigger threshold when the operation of the air conditioner in the vehicle is detected (in the embodiment, steps S231 and S232 in the intake pipe negative pressure determination area, By adopting the configuration including S241 and S242), it is possible to make it difficult to enter the assist when the air conditioner is operated, and to suppress the control from being different from the driver's intention. In addition, a configuration may be adopted in which the operation of auxiliary equipment or a load on the engine is detected or the amount of electrical load is detected to increase each assist trigger threshold so that unnecessary assist requests are not made.

[0012]

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. In addition, it is good also as a structure provided with a generator separately from the motor for a drive.

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, a battery in which a plurality of cells are connected in series and a plurality of modules are 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.

The FIECU 11 includes the motor ECU 1 and the motor ECU 1.
And the fuel supply to the engine E in addition to the downverter 5
Operation of the fuel supply amount control means 6 for controlling the supply amount;
In addition to the operation of the motor 7, the ignition timing and the like are controlled. That
Therefore, the FIECU 11 includes rear wheels Wr and W as driven wheels.
A vehicle speed sensor S for detecting a vehicle speed V based on the number of revolutions of r ₁
For detecting the engine speed NE and the signal from the engine
Speed sensor S_TwoFrom the transmission and the transmission T
Shift position sensor that detects the shift position of the vehicle
S_ThreeAnd the operation of the brake pedal 8 are detected.
Brake switch S_FourAnd the clutch pedal 9
Switch S that detects the operation of_FiveSignals from
Throttle opening sensor S for detecting throttle opening TH
₆Pipe negative pressure to detect the intake pipe negative pressure PB
Sensor S₇Is input. In FIG. 1, 2
Reference numeral 1 denotes a CVT ECU for CVT control, and 31 denotes a battery.
To protect the battery 3 and calculate the remaining capacity SOC of the battery 3.
2 shows a battery ECU.

The control mode of the hybrid vehicle includes:
"Idle mode", "Deceleration mode", "Acceleration mode"
And "cruise mode".

<Motor Operation Mode Determination> Next, the motor operation mode determination for determining each of the above modes will be described with reference to the flowchart of FIG. In step S1 of the flowchart of FIG. 2, a discharge depth limit determination described later is made, and in the next step S2, an assist trigger determination described later is made. Next, in step S3, it is determined whether or not the throttle is fully closed based on a throttle fully closed determination flag F_THIDLMG.

In step S3, the throttle fully closed flag F_
THIDLMG is "0", that is, the throttle valve is fully closed, and the vehicle speed sensor S
_If the vehicle speed V detected in step ₁ is 0, that is, if the vehicle is in a stopped state, "idle mode" is selected in step S5, fuel supply is resumed following fuel cut, and the engine E is maintained in an idling state. Is done.

In step S3, the throttle fully closed flag F_
THIDLMG is "0", i.e., there throttle valve is fully closed, unless the vehicle speed V is 0 detected by the vehicle speed sensor S ₁ in step S4, the regenerative braking by the motor M "deceleration mode" is selected in step S6 Is executed. In step S3, the throttle fully closed flag F_THI
If DLMG is "1", that is, if the throttle valve is open, the process proceeds to step S7, and a determination is made based on the motor assist determination flag F_MAST for determining "acceleration mode" and "cruise mode".

If the motor assist determination flag F_MAST is "1" at step S7, the "acceleration mode" is selected at step S8, and the driving force of the engine E is assisted by the driving force of the motor M. If the motor assist determination flag F_MAST is "0" in step S7, the "cruise mode" is selected in step S9, and the vehicle runs with the driving force of the engine E without driving the motor M.
In this way, the motor operation output corresponding to each mode is made in step S10.

<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.

Here, when the remaining capacity SOC in the battery ECU 31 is reset due to replacement of the battery 3 or the like and the remaining battery capacity SOC cannot be calculated, the initial value of the SOC is assumed to be 20%, which is the boundary between the zones C and D. Until a predetermined amount (for example, about 20%) is further added to the provisional value, operation control mainly on charging is performed as much as possible. Thus, if the actual SOC is in zone B, zone A
When the remaining battery charge SOC is in the zone A, it is determined that the battery is remaining in the zone A or to enter the zone D by the voltage, and the operation control mainly for charging is stopped. Therefore, the current remaining capacity SOC of the battery 3 is detected. Next, each zone (including the case where SOC detection is not possible)
, Assist, deceleration regeneration, idling, cruise, start, SOC initial value, assist determination, etc. will be briefly described.

In the zone A, torque assist and deceleration regeneration by the motor M are performed. Also, charge during cruise. The start is performed by driving the motor M by the high-voltage system battery 3. The assist determination is based on the intake pipe negative pressure PB proportional to the engine torque up to the partial range (partial load range for the engine E) with respect to the engine speed NE. Thereafter, in the engine fully open region, the map is provided by a map given by a throttle opening degree indicating a driver's intention to accelerate. As a result, fine control in a partial region where fuel efficiency is desired can be achieved, and acceleration performance can be improved.

The difference between zone B and zone A is that
First, the charge amount during the cruise is increased. In addition, for example, the determination value of the assist trigger is increased in order to increase the charging frequency. Thus, even in the area where torque assist by the motor M is performed in the zone A, the cruise is maintained without assist in the zone B, and the charging frequency is increased by charging the cruise. In the zone C, the torque assist by the motor M is stopped because the remaining battery charge SOC is small. Then, the charging is performed with an increased amount as compared with the case of the zone B. Also, at the time of starting, it is difficult to start the motor M of the high-pressure system. Therefore, the starting is switched to the starter motor 7 using the auxiliary battery 4 of 12V. In this zone C, since the torque assist by the motor M is not performed, there is no assist determination item. Zone D
Since the battery has more remaining capacity than zone A and is almost fully charged, charging and decelerating regeneration are not performed. The start is performed by the starter motor 7. Further, the determination value of the assist trigger is lowered.

[Depth-of-Discharge Limit Determination] Next, the depth-of-discharge limit determination in step S2 in the motor operation mode determination of FIG. 2 will be described with reference to the flowchart of FIG. First,
In step S100, it is determined whether the start switch determination flag F_STS is "1" or "0", that is, whether or not it is the start of the first run. If the start switch determination flag F_STS is "1", that is, if it is determined that the vehicle is traveling for the first time, step S101 is performed.
In step, an initial value SOCINT of the remaining battery charge SOC at the start of traveling is read.

Next, in step S102, the lower limit threshold S is determined based on the current remaining battery charge SOC which is the initial value.
OCLMTL is set, and in step S103, the upper threshold S
OCLMTH is set (see FIG. 4). Here, the discharge amount DODLMT for determining the lower limit threshold SOCLMTL is, for example, about 3% to 4% in terms of the remaining battery capacity SOC, and the upper limit threshold SOCL
The charge amount SOCUP for determining the MTH is, for example, about 5% to 10% in terms of the remaining battery charge SOC. Therefore, for example, the initial value SO of the remaining battery capacity SOC
When CINT is 60%, the lower threshold SOCLM
TL is from 56% to 57%, and the upper threshold SOCLMT
H goes from 65% to 70%. Next, step S104
Sets the previous DOD limit determination flag F_DODLMT to "0" and cancels the previous setting of the discharge depth limit control mode.

When the vehicle starts running, step S100 is executed.
, The start switch determination flag F_STS is determined to be “0”, and in step S105, whether or not the remaining battery charge SOC of the battery 3 is in the zone A is determined by the energy storage zone A determination flag F_ESZONEA. In this embodiment, whether or not the remaining battery charge SOC is in the zone A is determined in this embodiment.
This mode is used only in the case of The use zone can be variously selected, and depending on the performance of the battery 3 and the performance of the motor M, for example, when the capacity of the battery 3 is large or the power generation amount is large,
It is also possible to extend the area to zone B.

If the energy storage zone A determination flag F_ESZONEA is "1" in step S105, that is, if it is determined that the remaining battery charge SOC is in zone A, then in the next step S106 the remaining battery charge SOC becomes the lower limit threshold. It is determined whether it is smaller than SOCLMTL. In step S105, the energy storage zone A determination flag F_ESZ
If ONA is “0”, that is, if it is determined that the remaining battery charge SOC is outside zone A, step S
Proceed to 104.

If it is determined in step S106 that the remaining battery charge SOC is lower than the lower threshold SOCLMTL, that is, the remaining battery SOC is lower than the lower threshold SOCLMTL, the DOD limit determination flag F_DODLMT is set to "1" in step S107. The discharge depth limit control mode is set. As a result, in each of the related modes described later in the motor operation mode determination, control is performed according to the state of this flag (the same applies when the flag is “0”).

Here, when the control enters the depth-of-discharge limit control mode, power is generated so as to increase the remaining battery charge SOC as shown in FIG. 4, but when the remaining battery charge SOC shifts from zone A to zone D, In step S105, the energy storage zone A determination flag F_E
SZONEA becomes "0", and the setting of the discharge depth limit control mode is canceled in step S104. Also,
The remaining battery charge SOC ≧ the lower threshold SOCLMTL, that is, the remaining battery charge SOC becomes the lower threshold SOCLMTL
If it is determined that the capacity is larger than the DOD limit determination flag F_DODL in step S108.
The state of the MT is determined.

If it is determined in step S108 that the state is "1", that is, the discharge depth limit control mode is set, then in step S109, the remaining battery charge SOC> upper limit threshold SOCLMTH, that is, the remaining battery charge SOC becomes It is determined whether or not it is larger than the upper threshold value SOCLMTH. When it is determined in step S109 that the remaining battery charge SOC> upper limit threshold SOCLMTH, that is, the remaining battery charge SOC is higher than the upper limit threshold SOCLMTH, the discharge depth limit control mode is canceled in step S104.

In step S108, when the DOD limit determination flag F_DODLMT is "0", that is, when the setting of the discharge depth limit control mode is canceled, or in step S109, the remaining battery charge SOC ≦ the upper limit threshold SOCLMTH, that is, On the other hand, when the remaining battery charge SOC becomes lower than the upper threshold value SOCLMTH, the operation from step S100 is repeated again after finishing the processing of the main routine of FIG. Further, the case where the remaining battery charge SOC deviates from the zone A region in step S105 includes, for example, a case where the remaining battery state SOC enters the zone B region for some reason. In this case also, the discharge depth limit control mode is canceled in step S104. You. Therefore, although the specific contents will be described later, FIG.
As shown in the figure, the driver can sufficiently respond to the driver's intention to accelerate, and when the accelerator is returned, the charge amount increases, and the battery remaining capacity SOC can be improved while enabling sharp driving.
Can be increased by the SOCUP.

Next, the [assist trigger determination] in step S2 and the "acceleration mode" in step S8 in the main routine shown in FIG. 2 will be described. The "cruise mode" of step S9 related to the discharge depth limit control mode will also be described.

[Assist Trigger Judgment] The assist trigger judgment will be described with reference to the flowchart of FIG. In step S201, it is determined whether or not the remaining battery charge is within the range of zone C based on whether or not the energy storage zone C determination flag F_ESZONEC is “1”. This energy storage zone C determination flag F_
ESZONEC is set to “1” when the remaining battery capacity is within the zone C, and “0” when the remaining battery capacity is outside the zone C. Then, if the remaining battery capacity is within the zone C, step S215 is performed so that the motor assist is not performed.
In the case other than the zone C, the process proceeds to the next step S202.

In step S202, a calculation process of a throttle assist trigger correction value DTHAST is performed. The processing content will be described later. Next, step S203
Then, a threshold value MTHASTN as a reference of the throttle assist trigger is searched from the throttle assist trigger table. This throttle assist trigger table is shown in FIG.
As shown by a solid line, a threshold value MTHASTN of the throttle opening which is a reference for determining whether or not to perform the motor assist is set for the engine speed NE. The threshold value is set according to the engine speed NE. ing.

In the next step S204, the high throttle assist trigger threshold MTHASTH is calculated by adding the correction value DTHAST calculated in step S202 to the reference threshold value MTHASTN of the throttle assist trigger calculated in step S203. The difference DTHAST for setting the hysteresis is subtracted from the high throttle assist trigger threshold MTHASTH to obtain a low throttle assist trigger threshold MTHASTL. These high and low throttle assist trigger thresholds are set to the reference threshold MT in the throttle assist trigger table of FIG.
When described over HASTN, it is indicated by a broken line.

Then, in step S205, it is determined whether or not the current value THEM of the throttle opening is equal to or greater than the throttle assist trigger threshold value MTHAST obtained in step S204. 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. The assist trigger threshold MTHASTL is referred to.

In this step S205, when the judgment result is YES, that is, the present value THE of the throttle opening is set.
If M is equal to or greater than the throttle assist trigger threshold MTHAST (threshold for setting the high / low hysteresis), the process proceeds to step S206 when the determination result is NO, that is, when the current value THEM of the throttle opening is set to the throttle assist trigger threshold MTHAST (high / low hysteresis). If not, the process proceeds to step S207. In step S206, the throttle motor assist determination flag F_MASTTH is set to "1".
At 207, the throttle motor assist determination flag F_
Set “0” to MASTTH.

In the processing so far, it is determined whether or not the throttle opening TH is an opening requesting motor assist. In step S205, the current value of the throttle opening THEM is set to the throttle assist trigger threshold. 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 [acceleration mode] described later, it is determined that 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 S207 indicates that it is not in the region of the motor assist determination based on the throttle opening. In the present invention, the determination of the assist trigger is determined based on both the throttle opening TH and the negative pressure PB of the intake pipe of the engine. When the current throttle opening THEM is equal to or greater than the throttle assist trigger threshold MTHAST. An assist determination is made based on the throttle opening TH, and in a region not exceeding this threshold, a determination is made based on the intake pipe negative pressure PB.

In the assist determination based on the intake pipe negative pressure PB, first, at step S208, it is determined whether or not the remaining battery charge is within the zone B by determining whether or not the energy storage zone B determination flag F_ESZONEB is "1". judge. The energy storage zone B determination flag F_ESZONEB is set to “1” when the remaining battery capacity is within the zone B, and “0” when the remaining battery capacity is outside the zone B. If the remaining battery capacity is within the zone B, the process proceeds to step S215 so that the motor assist by the intake pipe negative pressure PB is not performed (the steps S208 and S215 constitute an assist prohibiting unit based on the remaining battery capacity). On the other hand, if it is other than the zone B, the process proceeds to the next step S209.

In step S209, it is determined whether or not the limit processing for the depth of discharge DOD of the battery has been performed, based on whether or not the DOD limit determination flag F_DODLMT is "1". This DOD limit determination flag F_
The DODLMT is set to “1” when it is determined in the above-described “depth-of-discharge limit control” that the vehicle is in the depth-of-discharge control mode, and is set to “0” otherwise. When the control mode is the discharge depth limit control mode, the process proceeds to step S215 so that the motor assist by the intake pipe negative pressure PB is not performed. When the control mode is not the control mode, the process proceeds to the next step S210. Steps S209 and S2
The assist prohibiting means is constituted because the assisting means 15 does not assist, but in this case, the assist prohibiting means is based on the depth of discharge. In step S210, 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 S211, a threshold value MASTL / 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. 8, the intake pipe negative pressure assist trigger table includes a high intake pipe negative pressure assist trigger threshold MAS for determining whether or not to perform motor assist with respect to the engine speed NE.
TH and the low intake pipe negative pressure assist trigger threshold value MASTL are determined. In the search processing of step S211, the response to the increase of the intake pipe negative pressure PB or the decrease of the engine speed NE is determined in FIG. High threshold line MAST
H, the motor assist determination flag F_MAST is set from “0” to “1”, and conversely, in response to a decrease in the intake pipe negative pressure PB or the engine speed N
When the vehicle passes the low threshold line MASTL from top to bottom according to the increase of E, the motor assist determination flag F_MAST is set from “1” to “0”. That is, this step S211 constitutes an intake pipe negative pressure assist determination means for determining whether or not the intake pipe negative pressure PB is equal to or more than the intake pipe negative pressure assist trigger threshold value MASTL / H by a table search. Motor assist determination flag F_MAST = 1 as assist request information
, And also serves as assist request means.

Then, in the next step S212, it is determined whether or not the motor assist determination flag F_MAST is "1". If it is "1", step S213 is performed.
On the other hand, if it is not "1", the process proceeds to step S214. In step S213, it is determined whether or not the current value PBA of the intake pipe negative pressure is smaller than a value obtained by adding the low threshold value MASTL of the intake pipe negative pressure assist trigger searched in step S211 and the correction value DPBAST calculated in step S210. It is determined, and when the determination result is YES, step S215
In the case of NO, the process returns.

On the other hand, in step S214, the current value of the intake pipe negative pressure PBA is set to the high threshold value MASTH of the intake pipe negative pressure assist trigger searched in step S211 and the value in step S2.
It is determined whether the value is greater than the value obtained by adding the correction value DPBAST calculated in step 10. If the result of the determination is YES, the process returns to step S 216, and if the result is NO, the process returns. Then, in a step S215, the motor assist determination flag F_MAST is set to “0”, and in a step S216, the motor assist determination flag F_MAST is set to “1”.

That is, if it is determined in step S205 that the current value THEM of the throttle opening is equal to or larger than the throttle assist trigger threshold MTHAST determined in steps S202 to S204, motor assist is permitted. If it is determined that the throttle opening is equal to or smaller than the threshold value, the current value PBA of the intake pipe negative pressure is set to step S except when the remaining battery capacity is in the zone B and when the discharge depth limit control mode is set.
The motor assist is allowed according to the comparison with the threshold value after various corrections calculated from 210 to step S214. The assist amount in these cases will be described in detail in the “acceleration mode” described later.

[Intake Pipe Negative Pressure Assist Trigger Correction Value Calculation Processing] Next, the intake pipe negative pressure assist trigger correction value calculation processing in step S210 will be described with reference to the flowchart of FIG. This processing is for setting the intake pipe negative pressure assist trigger correction value DPBAST to an appropriate value according to the traveling environment of the vehicle and the use state of the battery.
The traveling environment includes whether the vehicle is traveling on a slope, whether it is traveling at high speed, and whether it is using an air conditioner.

First, in step S221, it is determined whether the vehicle is running on a slope. This determination is made by determining whether the road gradient SLP is greater than the slope assist threshold value #SLPASTH. Road slope SLP
Can be calculated by, for example, the gradient calculation process disclosed in Japanese Patent Application No. 10-67167, and is calculated based on the gradient resistance obtained by subtracting the running resistance and the acceleration resistance from the driving wheel torque. This slope assist threshold value #SLPASTH
Is a lower limit gradient angle serving as a reference for determining whether or not the gradient is large, and is set to, for example, 1%. Here, "#"
Is a symbol indicating that a negative value is included (the same applies hereinafter).

Next, in step S222, it is determined whether or not the vehicle is traveling at high speed, based on whether or not "1" is set in the high-speed determination flag F_HWY. Whether or not the vehicle is traveling at high speed is determined by calculating a moving average vehicle speed from the sequentially changing vehicle speed and determining whether a deviation of the current vehicle speed from the moving average vehicle speed is smaller than a predetermined value. If so, "1" is set to the high-speed determination flag F_HWY; otherwise, "0" is set. In this case, the predetermined value is a value that is small enough to be recognized as traveling at a substantially constant speed (for example, 5 k
m / h) is selected, and if it is smaller than the predetermined value, it is determined that the vehicle is traveling at high speed. Therefore, traveling at high speed does not mean that the vehicle speed is high, but indicates that the vehicle is traveling at a constant speed.

If it is determined that the vehicle is running at high speed or running on a slope, a search is made in step S223 for an intake pipe negative pressure change amount determination table based on the remaining battery charge SOC. This determination table indicates that the threshold value DPBSOC of the intake pipe negative pressure change amount for determining how much the intake pipe negative pressure changes before entering the assist region is determined by the remaining battery charge SOC.
As shown by the solid line in FIG. 9, when the remaining battery charge SOC is small, a large amount of change is required, but when the remaining battery charge SOC becomes large,
It is set to enter the assist area with a small change amount.

Next, in step S224, as a result of the search in step S223, it is determined whether or not the current intake pipe negative pressure change DPB is larger than the intake pipe negative pressure change threshold DPSOC. S225
Sets the gradient / high-speed estimation correction value DPBASLP to 0. If the current intake pipe negative pressure change amount DPB is not larger than the threshold value DPBSOC, in step S226, a value obtained by adding the predetermined value #DDPBASLP to the gradient / high-speed estimated correction value DPBASLP is used as a new gradient / high-speed estimated correction value DPBASLP.
And

In step S227, the gradient / high-speed estimated correction value DPBASLP is set to the upper limit #DPBAS.
It is determined whether or not it is larger than LPH. If it is larger, the gradient / high-speed estimated correction value DPBASLP is determined in step S228.
Is the upper limit value #DPBASLPH. On the other hand, if it is determined in step S222 that the high-speed determination flag F_HWY is not set to "1", that is, it is determined that the vehicle is not traveling at a constant speed, in step S229, the gradient / high-speed estimated correction value DPBASLP is converted to the predetermined value #DDBPASLP Is used as a new gradient / high-speed estimated correction value DPBASLP.

Then, in the next step S230, it is determined whether or not the gradient / high-speed estimation correction value DPBASLP obtained in step S229 is 0 or less. If it is 0 or less, the flow proceeds to step S225 to perform gradient / high-speed estimation correction. Value DPBA
SLP is set to 0, and if not, the process proceeds to step S231.

That is, the gradient / high-speed estimated correction value DP
BASLP is a correction value indicating whether or not to raise the assist determination value depending on the vehicle running state. When the vehicle is running on a hill (step S221) and the amount of change in the intake pipe negative pressure is relatively small (step S224). ) Includes the gradient
The intake pipe negative pressure assist trigger correction value DPBAST is increased by setting the high-speed estimated correction value DPBASLP to a positive value (steps S226 and S228) (step S237). On the other hand, when the vehicle is not running on a slope (step S221), or when the vehicle is running on a slope (step S222), and the amount of change in the intake pipe negative pressure is relatively large (step S224), the gradient / high-speed estimated correction value DPBA
If SLP is a positive value, it is set to 0 (step S23).
0, S225), if the value is negative, the value is applied (step S230). Also, when the vehicle is in a high-speed running state (step S222), if the change amount of the intake pipe negative pressure is relatively small (step S224), the gradient / high-speed estimated correction value DPBASLP is set to a positive value (step S22).
6 and S228), if the vehicle is not in the high-speed running state (step S222), or if the amount of change in the intake pipe negative pressure is relatively large (step S224) even during high-speed running (step S222), gradient / high speed estimation is performed. Correction value DPBA
SLP is set to 0 (step S225). In this case, since the correction value calculation process is a return process (repeated every 10 ms, for example), the subtraction or addition process of steps S229 and S226 is repeated, and the correction value gradually decreases or increases. A series of steps S221 to S228 for increasing the intake pipe negative pressure assist trigger correction value DPBAST based on the gradient / high speed estimated correction value DPBASLP constitutes a traveling state correction unit.

Next, at step S231, it is determined whether or not the air conditioner of the vehicle is ON.
The predetermined value #DPBAAC is input to the air conditioner correction value DPBAAC (step S232), and if not, the air conditioner correction value DPBAAC is set to 0 (step S23).
3). In this case, the predetermined value #DPBAAC is used to make a correction to increase the determination value of whether or not to perform the motor assist because the load on the engine is large when the air conditioner is on. In other words, due to an increase in the engine load when the air conditioner is operated, the intake pipe negative pressure increases, and when the intake pipe negative pressure assist trigger threshold is reached, an assist request is made. The threshold is raised so as to ignore the rise in the negative pressure of the intake pipe due to the operation of the air conditioner.

Next, in step S234, it is determined whether or not the remaining battery charge SOC is within zone D, based on whether or not the energy storage zone D determination flag F_ESZONED is "1". Is a predetermined value #DP for the zone D correction value DPBAESZ.
BAESZD is input (step S235), and zone D
If not, the zone D correction value DPBAESZ is set to 0 (step S236). Predetermined value #DPB in this case
In the AESZD, since the zone D of the remaining battery charge is in the overcharge region, a negative value is set to lower the determination value of whether or not to perform the motor assist, and the correction is performed so as to increase the frequency of the motor assist. .

Then, in the next step S237,
Steps S225, S226, S228, S229
And the air-conditioner correction value DPB obtained in steps S232 and S233.
The ACC and the zone D correction value DPBAESZ obtained in steps S235 and S236 are added to obtain an intake pipe negative pressure assist trigger correction value DPBAST, and the process returns.

[Throttle Assist Trigger Correction Value Calculation Processing] Next, the throttle assist trigger correction value calculation processing in step S202 will be described with reference to the flowchart of FIG. First, in step S241, it is determined whether or not the air conditioner of the vehicle is in an ON state. If the air conditioner is in an ON state, a predetermined value #DT is added to the air conditioner correction value DTHAAC.
HAAC is input (step S242), and if not ON, the air conditioner correction value DTHAAC is set to 0 (step S243). The predetermined value #DTHAAC in this case is
As in the case of the intake pipe negative pressure assist trigger correction value calculation processing, when the air conditioner is ON, the correction is performed to raise the determination value for motor assist. That is, steps S241 and S242 are performed in the throttle assist determination area, and steps S231 and S23 are performed in the intake pipe negative pressure assist determination area.
An air conditioner correction means 2 makes it difficult to enter the assist request state when the air conditioner operates. Note that, here, an example of the correction of raising the assist trigger threshold due to an increase in the engine load when the air conditioner is operating has been described. Auxiliary equipment correction means for raising each assist trigger threshold so as not to generate an unnecessary assist request may be used.

Next, in step S244, 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”. If the control mode is the discharge depth limit control mode, the reference threshold value DTHAESZ of the throttle assist trigger is set to a predetermined value #DTHA in step S245.
If it is DOD and the discharge depth limit control mode has been released, the process proceeds to the next step S246. In this case, the predetermined value #DTHADOD 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. . This step S244 constitutes a discharge depth correcting means.

In step S246, it is determined whether the remaining battery charge is within zone B based on whether the energy storage zone B determination flag F_ESZONEB is "1". If the remaining battery charge is within the zone B, the reference threshold value DTHAESZ for the throttle assist trigger is set to a predetermined value #DTHAE in step S247.
SZB, and if it is not zone B, the next step S24
Proceed to 8. In this case, the predetermined value #DTHAESZB is set to a positive value to increase the determination value for motor assist, and is corrected so as to reduce the frequency of motor assist when the remaining battery charge is in the provisional use area of zone B. Steps S246 and S247 constitute a remaining capacity correction unit that increases the throttle assist trigger threshold value MTHAST when the remaining battery capacity SOC is low.

In step S248, it is determined whether the remaining battery charge is within zone D based on whether the energy storage zone D determination flag F_ESZONED is "1". If the remaining battery capacity is within the zone D, the reference threshold value DTHAESZ of the throttle assist trigger is set to a predetermined value #DTHAE in step S249.
SZD, and if it is not zone D, the next step S25
Go to 0. In this case, the predetermined value #DTHAESZD is set to a negative value so as to lower the determination value for motor assist, and is corrected so as to increase the frequency of motor assist when the remaining battery charge is in the overcharge region of zone D. Things. With this correction, the frequency of assist is increased, and assist is promoted.
8 and S249 constitute overcharge correction means.

On the other hand, if it is in the discharge depth limit control mode and the remaining battery charge is not in zone B or zone D, the reference threshold value DTHAEZ for the throttle assist trigger is set to 0 in step S250. Then, the next step S
In step S251, step S242 or step S2
43, and the reference threshold value DTHAE of the throttle assist trigger obtained in any of steps S245, S247, S249, and S250.
SZ and the throttle assist trigger correction value DT
Return for HAST.

That is, in the throttle assist trigger correction value calculation processing, since the intake pipe negative pressure PB is fully opened before proceeding to this processing, the calculation is performed in the aforementioned intake pipe negative pressure assist trigger correction value calculation processing. The gradient / high-speed estimated correction value DPBASLP is not calculated for the throttle. However, since the load of the air conditioner is large, the correction value is increased when the air conditioner is turned on. Further, when the control mode is the discharge depth limit control mode or when the remaining battery charge SOC is within the zone B, the correction value is raised to make it difficult to assist. Lowered for easier assistance. In the assist determination based on the intake pipe negative pressure PB, the state of charge SOC of the battery
When the value is within the range, the assist is not to be performed (step S208). However, in the throttle opening assist trigger correction value calculation process, the correction is performed to increase the determination value (steps S246 and S247). Is because the assist determination region based on the intake pipe negative pressure PB is a partial load region of the engine, and the engine torque increases with an increase in the intake pipe negative pressure PB.
The assist is basically performed to reduce the load on the engine. On the other hand, since the assist determination area based on the throttle opening TH is the full load area of the engine, the increase in the throttle opening TH, in other words, the driver Since the increase in the intention to accelerate is not reflected in the output of the engine, the amount of the increase is dealt with by the assist. Even in the zone B, if the intention to accelerate is recognized, the assist is performed in a limited range.

[Acceleration Mode] Next, the acceleration mode will be described with reference to the flowchart of FIG. First, in step S300, it is determined whether the mode is the acceleration mode. If it is determined that the mode is not the acceleration mode, "0" is set to the assist amount ASTPW in step S300A. If it is determined in step S300 that the current mode is the acceleration mode, step S301 is performed.
Proceed to.

In step S300B, the throttle T
The current value THEM of the H opening is compared with the assist processing shift determination throttle THASTDLY. Step S3
00B, the current value THEM of the throttle TH opening
When it is determined that the assist processing shift determination throttle is THASTDLY, in step S300C, the gradual subtraction amount REGENF of the power generation amount is compared with zero. In step S300C, the power generation amount is gradually reduced by the amount RE.
If it is determined that GENF ≦ 0, step S3
Go to 01. In step S300C, when it is determined that the amount of power generation is gradually reduced REGENF> 0, the process proceeds to step S304. If it is determined in step S300B that the current value THEM of the throttle TH opening is equal to or greater than the assist processing shift determination throttle THASTDLY, the process proceeds to step S301.

In step S301, an MT vehicle or CV
It is determined that the vehicle is a T car. If the vehicle is a CVT vehicle, the shift position is determined in step S302. If it is determined in step S302 that the vehicle is in the neutral (N) position or the parking (P) position, the assist amount ASTPWR is set to "0" in step S304, and no assist is performed.
In 305, the assist determination flag F_ASST is set to “0”. Then, in step S306, electric power corresponding to 12-volt power consumption is supplied to the auxiliary battery 4 by regeneration of the motor M. In steps S306 and S325, DV indicates the downverter 5.

In step S302, N positions
If it is determined to be other than P position, ON of the brake switch S ₄ in step S303, OF
F is determined. If the brake switch S ₄ is determined to be ON in step S303 advances to step S304. On the other hand, when the brake switch S ₄ is determined to be OFF in step S303, the process proceeds to step S309 to be described later.

[0068] In step S301, if it is determined that the vehicle is a MT vehicle is ON the clutch switch S ₅ in step S307, OFF is determined. Step S30
In 7, when the clutch switch S ₅ is determined to be OFF, whether in neutral is determined in step S308. If the vehicle is in gear, the process proceeds to step S309. This step S309 constitutes an assist mode judging means, in which a throttle assist mode (hereinafter referred to as TH) corresponding to the engine full load region is set.
It is determined based on a throttle motor assist determination flag F_MASTTH whether or not the engine is in an intake pipe negative pressure assist mode (hereinafter, referred to as a PB assist mode) corresponding to an engine partial load region. The reason why the throttle assist mode or the PB assist mode is determined by the throttle motor assist determination flag F_MASTTH is to cope with the assist trigger being divided into two assist modes.

Here, when the throttle motor assist determination flag F_MASTTH is "1", it is the TH assist mode, and when it is "0", it is the PB assist mode. On the other hand, in step S307, if it clutch switch S ₅ is ON is determined,
If it is determined in step S308 that the vehicle is neutral, the process proceeds to step S304.

In step S309, the throttle motor assist determination flag F_MASTTH is set to "0",
That is, when it is determined that the PB assist mode is set, the air conditioner operation determining means in step S310 determines whether the air conditioner HAC is ON. “NO” in the step S310, that is, the air conditioner H
If it is determined that AC is OFF, step S
In step 312, the assist amount ASTPWR is retrieved from a map (not shown) of the rotational speed NE and the intake pipe negative pressure PB. By this map search, the assist amount ASTPWR corresponding to the intake pipe negative pressure PB assigned for each engine speed NE is read in units of KW. Here, this map is MT
And the CVT, and in the case of the MT, the gear is changed for each gear, and the stoichiometric and lean burn are changed. When the map search is performed in step S312, the process proceeds to step S317.

If "YES" in step S310, that is, if it is determined that the air conditioner HAC is ON, in step S311, the assist amount ASTPWR (HAC) in which the air conditioner load is added to the map used in step S312. ) Is searched for a map according to the engine speed NE. The map to be switched when the air conditioner HAC is ON is switched for each gear position in the MT vehicle, and is also switched between stoichiometric and lean burn. When the map search of the assist amount ASTPWR (HAC) in consideration of the added amount when the air conditioner HAC is ON is performed, the process proceeds to step S317.

On the other hand, if the throttle motor assist determination flag F_MASTTH is "1" in step S309, that is, if it is determined that the vehicle is in the TH assist mode, the air conditioner HAC is turned on by the air conditioner operation determination means in step S313. It is determined whether or not. "NO" in the step S313, that is, the air conditioner H
If it is determined that AC is OFF, step S
At 315, the engine speed N as shown in FIG.
Throttle assist amount APWRRTHL / H corresponding to E
Is searched.

If "YES" in the step S313, that is, if it is determined that the air conditioner HAC is ON, the process proceeds to the step S31 similarly to the case of the PB assist mode.
Throttle assist amount A with air conditioner load added in 4
PWRTHL / H (HAC) is searched (not shown) in a table according to the engine speed NE. Here, the map to be switched when the air conditioner HAC is ON is switched for each gear position in the MT vehicle, and is also switched between stoichiometric and lean burn. Then, the throttle assist amount APW in consideration of the added amount when the air conditioner HAC is ON.
When a table search based on RTHL / H (HAC) is performed, the process proceeds to step S316.

As shown in FIG. 12, the table in step S315 sets a high throttle assist amount threshold APWRTHH and a low throttle assist amount threshold APWRTHHL in correspondence with the engine speed NE. A fixed width (for example, a width of 4 KW) is set corresponding to the rotation speed NE. Next, in step S316, the throttle assist trigger threshold value MTHAST as shown in FIG. Interpolation between the degree #MTHASTH and the high throttle assist amount threshold APWRTHH and the low throttle assist amount threshold APWRTHHL searched in steps S314 and S315 is performed.

That is, step S314, step S314
At 315, a high throttle assist amount threshold APWRTHH and a low throttle assist amount threshold APWRTHHL are determined with respect to the engine speed NE, and the lower limit throttle opening MTHAST determined by the assist trigger determination.
TH opening degree #MTHASTH opened a predetermined amount from
A search is performed to determine in what range the KW values up to are allocated.

The reason for this is to prevent a sudden change in the assist amount ASTPWR from causing a shock when shifting from the PB assist mode to the TH assist mode while the accelerator pedal is being depressed. .
Thereby, when shifting from the PB assist mode to the TH assist mode, the assist amount can be gradually shifted according to the throttle opening, and a smooth shift from the partial load area of the engine to the full load area of the engine can be achieved. Realize.

Next, it is determined in step S317 whether or not the apparatus is in the discharge depth limit control mode. Step S
At 317, the DOD limit determination flag F_DODL
If it is determined that MT is “0”, that is, it is not in the discharge depth limit control mode, step S31
In step 9, whether or not the remaining battery charge SOC is in the D zone is determined by the energy storage determination flag F_ESZONED. If the energy storage determination flag F_ESZONED is “0” in step S319, that is, if it is determined that the remaining battery charge SOC is outside the D zone, the assist amount correction coefficient KAPWR is set to 1.0 in step S320. You.

If the DOD limit determination flag F_DODLMT is "1" in step S317, that is, if it is determined that the discharge depth limit control mode has been entered, the assist amount correction coefficient KAPW is determined in step S318.
R = coefficient #KAPWRDO for discharge depth limit control mode
D (1 or less) is set. Therefore, when the control enters the discharge depth limit control mode in the acceleration mode, the assist amount correction coefficient KAPW is determined in step S318.
R = coefficient #KAPWRDO for discharge depth limit control mode
Since D (1 or less) is set, the assist amount decreases accordingly, and as a result, a decrease in the remaining capacity SOC of the battery 3 can be suppressed, and the remaining capacity SO of the battery 3 can be quickly increased.
C can be increased. When the coefficient #KAPWRDOD for the discharge depth limit control mode is set to the maximum value of 1, the assist amount is the same as that in step S320, and the same assist amount as usual is secured. Driving that fully responds to the intention is enabled.

On the other hand, in step S319, the energy storage determination flag F_ESZONED is set to "1",
That is, when it is determined that the remaining battery charge SOC is in the zone D, the corresponding coefficient D KAPWRESD (1 or more) for the zone D is set as the assist amount correction coefficient KAPWR in step S321. Then, in step S322, a value obtained by multiplying the assist amount ASTPWR by the correction coefficient KAPWR is obtained as a necessary assist amount. Therefore, by increasing the assist amount, the state of charge of the battery SOC can be reduced and the overcharged state can be eliminated. In addition, since the assist amount increases in both the intake pipe negative pressure assist mode and the throttle assist mode, comfortable traveling can be performed with the increased assist amount during acceleration.

The final assist amount ASTPWR obtained in step S322 is determined in step S323.
Is compared with an assist necessity determination value ASTLLG,
Assist amount ASTPWR ≦ assistance necessity determination value ASTL
If it is determined to be LG, the process proceeds to step S304. Also, in step S323, the assist amount ASTPWR
> If the assist necessity determination value ASTLLG is satisfied, in step S324, the assist determination flag F_AS
“1” is set to ST. Next, since the regenerative electric power cannot be used when the motor M is generating the driving force,
In step S325, electric power corresponding to 12-volt power consumption is supplied from the battery 3 to the auxiliary battery 4.
Then, in step S326, the non-braking regeneration amount RE
Set GEN to "0" and return.

In this acceleration mode, step S3
In step S312, when the assist mode determining means determines in step S312 whether the intake pipe negative pressure assist mode or the throttle assist mode has been selected, the intake pipe negative pressure assist mode is determined based on the engine speed and the intake pipe negative pressure. The basic assist amount ASTP is determined by the pressure assist amount determining means.
WR is determined. In the case of the throttle assist mode, the basic assist amount A is determined by the throttle assist amount determining means in step S315 according to the engine speed.
PWRTHL / H is determined. Here, the basic assist amount determined by the throttle assist amount determining means has a width in the upper and lower directions. When the vehicle shifts from the intake pipe negative pressure assist mode to the throttle assist mode during traveling, the intake pipe negative pressure assist is used. When the engine is fully opened, the basic assist amount determined by the amount determining means is changed to the basic assist amount determined by the throttle assist amount changing means in step S316, and
The lower value AP of the basic assist amount determined by the throttle assist amount determining means according to the current throttle opening.
It gradually increases from WRTHL to the upper value APWRTHH. Therefore, the transition from the basic assist amount in the intake pipe negative pressure assist mode to the basic assist amount in the throttle assist mode is smoothly performed.

On the other hand, if the DOD limit determining means determines in step S317 that the control mode is the discharge depth limit control mode, the basic assist amount in the intake pipe negative pressure assist mode and the basic assist amount in the throttle assist mode are reduced. And the remaining battery capacity SO
It is possible to suppress a decrease in C, and it is possible to suppress a decrease in the remaining capacity, thus helping to quickly recover the remaining capacity. When the remaining capacity is in zone D
In the overcharge region, since the assist amount is increased in both the intake pipe negative pressure assist mode and the throttle assist mode, the overcharge state can be quickly eliminated, and the air conditioner operates. In this case, the amount of assist reduced by the operation of the air conditioner can be compensated by increasing each basic assist amount.

[Cruise Mode] Next, the cruise mode will be described with reference to the flowchart of FIG. In step S401, the assist amount ASTPWR
Is set to "0" in step S402, whether or not the remaining battery charge SOC is in the D zone is determined by the energy storage zone D determination flag F_ESZONED.
Is determined by In step S402, the energy storage zone D determination flag F_ESZONED
Is "1", that is, when it is determined that the battery SOC is in the D zone, "0" is set to the cruise power generation CRSRGN in step S403, and the power generation stop mode is entered. In the power generation stop mode, the charging of the battery 3 is stopped, and in step S422 described later, 12
In this mode, only the volt-system auxiliary battery 4 is charged.

If the energy storage zone D determination flag F_ESZONED is "0" in step S402, that is, if it is determined that the remaining battery charge SOC is outside the D zone, the cruise charge #CRSRGNM map is searched in step S404. To read the map value CRSRGNM of the charge amount of the cruise. The map value CRSRGNM of the cruise charge amount is
It is determined corresponding to the engine speed NE and the intake pipe negative pressure PB. In addition, this map is separately held by the MT car and the CVT car. This is because the cruise charge applies a load to the engine E, and the engine speed NE corresponding to the load is
And the intake pipe negative pressure PB.

Next, in step S405, it is determined whether or not the remaining battery charge SOC is in zone C.
Energy storage zone C determination flag F_ESZO
If NEC is "1", that is, if it is determined that the remaining battery charge SOC is in zone C, step S406
To enter the strong power generation mode, the cruise power generation correction coefficient KC
#KCRGNSG is set in RSRGN. Here, when entering the strong power generation mode in zone C, FIE
The lean burn mode is forcibly prohibited in the CU 11. The reason that the lean burn mode is prohibited in the zone C is that when the battery 3 is in the zone C, the power required for the power generation must be secured in order to generate power in the strong power generation mode as described later. This is because this output cannot be secured in the lean burn mode.

In step S405, if the energy storage zone C determination flag F_ESZONEC is "0", that is, if the remaining battery charge SOC is other than zone C, the flow advances to step S407 to determine whether or not the discharge depth limit control mode is set. Is determined. Step S
At 407, the DOD limit determination flag F_DODL
If it is determined that MT is set to “1” and the apparatus is in the discharge depth limit control mode, D is determined in step S408.
The mode is set to the OD limited power generation mode, and #KCRGNDOD is set to the cruise power generation amount correction coefficient KCRSRGN.

If the DOD limit determination flag F_DODLMT is set to “0” in step S407 and it is determined that the discharge depth limit control mode has been canceled, the process proceeds to step S409, where the remaining battery charge SOC is set.
Is in zone B. Step S40
9, the energy storage zone B determination flag F
When _ESZONEB is "1", that is, when it is determined that the remaining battery charge SOC is in zone B, the mode is set to the weak power generation mode in step S411, and #KCRGNWK is set to the correction coefficient KCRSRGN for the cruise power generation amount.

If it is determined in step S409 that the energy storage zone B determination flag F_ESZONEB is "0", that is, if the remaining battery charge SOC is determined to be outside the zone B, the process proceeds to step S410, where the normal operation for zone A is performed. In the power generation mode, #KCRGN is set to the cruise power generation amount correction coefficient KCRSRGN.

Here, the normal power generation mode in step S410, the weak power generation mode in step S411, the DOD limited power generation mode in step S408,
In addition, based on the difference between the magnitudes of the respective coefficients in the strong power generation mode in step S406, the magnitude relationship between the power generation amounts in the zones divided by the remaining battery charge SOC and in the case of the discharge depth limit control mode is as follows. There will be.

Zone C> Zone B ≧ Discharge depth limit control mode> Zone A Since no power is generated in Zone D, there is no coefficient. That is, the power generation modes are as follows: strong power generation mode> weak power generation mode ≧ DOD limited power generation mode> normal power generation mode> power generation stop mode = 0.

Then, after the correction coefficients for the normal power generation mode in step S410, the weak power generation mode in step S411, and the DOD limited power generation mode in step S408 are set, in step S412, the lean burn determination flag F_KCMLB is used according to the lean burn determination flag F_KCMLB. It is determined whether or not the mode is set. here,
In the case of the strong power generation mode of step S406, step S41
The reason for not passing through 2 is that in the case of zone C, since the lean burn mode is prohibited in the first place, it is not necessary to obtain a correction coefficient for the lean burn mode.

If the lean burn determination flag F_KCMLB is "1" in step S412, that is, if it is determined that the mode is the lean burn mode, step S4
At 13, the lean burn power generation coefficient KCRSRGN is set in consideration of the correction coefficient #KCRGNLB of the lean burn mode to the above correction coefficient. This is because, in the lean burn mode in which the engine E is operated at an air-fuel ratio larger than the stoichiometric air-fuel ratio, if the torque is applied too much, the vehicle escapes from the lean burn region and enters the stoichiometric region through the lean burn region. This is to reduce the amount of power generation by applying a correction coefficient (1 or less) so that it cannot be performed. Then, in step S414, the cruise power generation amount CRSRGN is calculated by multiplying each of the correction coefficients by the cruise power generation map value CRSRGNM.

Next, in step S415, the regeneration amount REGEN and the cruise generation amount CRS of the motor M when the motor M is not braked.
It is determined whether or not the RGNs are equal. When the power generation stop mode is set in step S403, step S41 is also performed.
5 is to be determined. If it is determined in step S415 that the two are the same, step S41
In step 6, the cruise generation amount CRSRGN is substituted for the non-braking regeneration amount REGEN of the motor.

Next, in step S417, the non-braking regeneration amount REGEN <the cruise generation amount CRSRGN, that is, the non-braking regeneration amount REGEN is equal to the cruise generation amount C
If it is determined that the cruise power generation amount is smaller than RSRGN, the cruise power generation amount delta value #DCR is determined in step S418.
SRGN is gradually added to the regenerative amount REGEN during non-braking of the motor, and in step S419, the regenerative amount REGEN during non-braking> the cruise generation amount CRSRGN, that is, the non-braking regenerative amount REGEN is the cruise generation amount CRS.
If it is determined that it is larger than RGN, step S4
Proceed to 16.

In step S419, the regeneration amount REG at the time of non-braking is determined.
EN ≦ the cruise power generation amount CRSRGN, that is, if it is determined that the non-braking regeneration amount REGEN is smaller than the cruise power generation amount CRSRGN, step S42 described below.
Proceed to 2. In step S417, the non-braking regeneration amount REGEN ≧ the cruise power generation amount CRSRGN, that is,
The regenerative amount REGEN during non-braking is the cruise power generation amount CRSRG
If it is determined that it is larger than N, step S42
At 0, the delta value of the cruise generation amount #DCRSRGN
Is gradually subtracted from the non-braking regeneration amount REGEN of the motor, and in step S421, the non-braking regeneration amount R
It is determined whether EGEN is smaller than cruise power generation amount CRSRGN. In step S421, the non-braking regeneration amount REGEN <the cruise power generation amount CRSRGN, that is,
The regenerative amount REGEN during non-braking is the cruise power generation amount CRSRG
If determined to be smaller than N, step S416
Proceed to.

In step S421, the regeneration amount REG during non-braking
If EN ≧ cruise power generation amount CRSRGN, that is, if it is determined that the non-braking regeneration amount REGEN is larger than the cruise power generation amount CRSRGN, the process proceeds to step S422. In this way, the generation of a shock due to a sudden change in the power generation amount is suppressed by gradually adding and gradually removing the power generation amount. Then, in step S422, 12
Electric power corresponding to the volt-system power consumption is generated by regeneration of the motor M, and the electric power is supplied to the auxiliary battery 4.

Therefore, in the cruise mode, if the control enters the depth-of-discharge limit control mode, the DOD-limited power generation mode is set in step S408. As a result, it is possible to generate a little more power than in the normal power generation mode of the zone A, so that the remaining capacity SOC of the battery 3 can be quickly increased by the amount of power generation during cruise.

As described above, in the assist trigger determination, the partial load area of the engine is determined as the intake pipe negative pressure determination area for assist determination based on the intake pipe negative pressure assist trigger threshold, and the entire load area is determined based on the throttle assist trigger threshold. The intake pipe negative pressure PB, which is proportional to the engine torque,
And the throttle opening TH that reflects the driver's intention to accelerate is selectively used, whereby appropriate control can be performed according to the engine state. That is, in the intake pipe negative pressure determination region, the engine torque is added with the torque by the assist, and as a result, the intake air amount is reduced as compared with the case where the entire output corresponding to the sum is borne by the engine alone, and the fuel consumption is reduced. Can be suppressed. On the other hand, in the throttle opening determination area, the engine is fully opened, and the output is changed linearly in proportion to the driver's accelerator operation by assisting according to the throttle opening TH reflecting the intention to accelerate. Can be done.

The present invention is not limited to the above embodiment. For example, when setting various correction values,
Various modes such as providing a correction value by a map, adding and subtracting a correction amount, and multiplying a correction coefficient can be adopted. In addition, when traveling in an area where the atmospheric pressure is low, such as high altitude, the atmospheric pressure affects the intake pipe negative pressure PB,
Since the depression amount of the accelerator, that is, the throttle opening TH increases due to the decrease in the engine torque, the assist trigger threshold is corrected in accordance with the atmospheric pressure when traveling in an area where the air pressure is low is planned. You may. Further, in the above embodiment, the automatic transmission is represented by the CVT, but a stepped automatic transmission may be used. Also, start the engine
And a "motor" are disclosed, but either one may be used.

[0100]

As described in detail above, according to the control apparatus for a hybrid vehicle of the present invention, the following effects can be obtained. (1) an intake pipe negative pressure proportional to the engine torque;
By selectively using both the throttle opening that reflects the driver's intention to accelerate and the throttle opening, appropriate control can be performed according to the engine state. (2) By setting the partial load region of the engine as the intake pipe negative pressure determination region and the full load region as the throttle opening determination region, it is possible to respond to the region where the engine torque changes linearly and the throttle opening beyond that. The control can be efficiently performed in each of the areas where the power is lost, and the fuel economy and the acceleration performance can be improved.

(3) As a specific control, a throttle assist trigger threshold value is set for the throttle opening related information reflecting the driver's intention to accelerate, and when the threshold value is equal to or larger than the threshold value, an assist request is made. Up to this point, assist determination is made based on the intake pipe negative pressure assist trigger threshold according to the intake pipe negative pressure related information, so that fine control can be performed based on the intake pipe negative pressure in the partial load area, and in the full load area Assist control can be performed by linearly reflecting the driver's intention to accelerate. (4) When the amount of change in the negative pressure of the intake pipe is small during traveling on a slope or at high speed, the travel state correction means for raising the intake pipe negative pressure assist trigger threshold value is provided, so that the traveling state is not affected. Assist control can be appropriately performed.

(5) When the remaining capacity of the power storage device is in an overcharged state, the configuration is provided with overcharge correction means for lowering each assist trigger threshold so that the remaining capacity can be promptly returned to the normal use area. Can be. (6) When the remaining capacity of the power storage device is small, the assist capacity is reduced by increasing the throttle assist trigger threshold or by assist prohibiting means for prohibiting the determination by the intake pipe negative pressure assist determining means. It is possible to return to the normal use area at an early stage by reducing the frequency. (7) When the power storage device is reduced by a predetermined depth from the initial remaining capacity, a configuration is provided that includes a discharge depth correction unit that raises a throttle assist trigger threshold value, so that the vehicle travels such that electric energy cannot be stored depending on driving conditions. Even in this case, the remaining capacity can be sufficiently recovered and increased.

[Brief description of the drawings]

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

FIG. 2 is a flowchart illustrating a motor operation mode determination.

FIG. 3 is a flowchart of a discharge depth limit determination.

FIG. 4 is a graph showing an SOC in a discharge depth limit control mode.

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

FIG. 6 is a graph showing threshold values in a throttle assist mode and an intake pipe negative pressure assist mode.

FIG. 7 is a graph of a threshold value in the intake pipe negative pressure assist mode.

FIG. 8 is a flowchart of an intake pipe negative pressure assist trigger correction.

FIG. 9 is a graph showing a correction table for an intake pipe negative pressure change amount.

FIG. 10 is a flowchart of throttle assist trigger correction.

FIG. 11 is a flowchart of an acceleration mode.

FIG. 12 is a graph showing a threshold value of an assist amount.

FIG. 13 is an interpolation graph of an assist amount.

FIG. 14 is a flowchart of a cruise mode.

[Explanation of symbols]

3 battery (power storage device) E engine M motor NE engine speed PB intake pipe negative pressure TH throttle opening S ₇ a throttle opening sensor 31 battery ECU (remaining capacity detecting means) S ₁₀ air intake passage pressure sensor zones A normal use region Zone B Provisional use zone Zone C Overdischarge region Zone D Overcharge region MTTHASTH High throttle assist trigger threshold MTTHASTL Throttle assist trigger threshold ASTPWR Basic assist amount in intake pipe negative pressure assist mode MASTH High intake pipe negative pressure assist trigger threshold MASTL Low intake Pipe negative pressure assist trigger threshold F_MAST Motor assist determination flag (assist request information) SLP gradient F_HWY high speed determination flag DPBAST Intake pipe negative pressure assist trigger correction value DPBASLP gradient / high speed estimation correction value DPBAAC air conditioner correction value DPBAESZ D zone correction value DTHAAC air conditioner correction value DTHAESZ throttle assist trigger reference threshold value DTHAST throttle assist trigger correction value S208-S214 Intake pipe negative pressure determination area S201-S205 Throttle opening degree determination area S205 Throttle opening degree assist determination means S211 Intake pipe negative pressure assist determination means, assist request means S213, S241 Intake pipe negative pressure assist determination means S216 Assist request means S231, S232 Air conditioner correction means in intake pipe negative pressure determination area S241, S242 Air conditioner correction in throttle opening degree determination area Means S221 to S228 Running state correction means S248, S249 Overcharge correction means S246, S247 Remaining capacity correction means S208, S215 Cyst prohibition means S244 Discharge depth correction means ASWRTHL / H Basic assist amount in throttle assist mode SOC Remaining capacity of battery SOCINT Initial remaining capacity of battery DODLMT Predetermined depth S309 Assist mode determination means S310 Air conditioner operation determination means S312 Intake pipe negative pressure assist amount determination Means S313 Air conditioner operation determining means S315 Throttle assist amount determining means S316 Throttle assist amount changing means S317 DOD limit determining means S318 Discharge depth limit control mode

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Katsuhiro Kumagai 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Inventor Asao Ukai 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Inventor Hironao Fukuchi 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (56) References JP-A-5-231202 (JP, A) JP-A-10 -23608 (JP, A) JP-A-9-70200 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 11/14 F02D 29/06 B60K 6/02-6/04

Claims (9)

(57) [Claims] 1. A control device for a hybrid vehicle including an engine that outputs a propulsive force of a vehicle and a motor that assists the output of the engine. A hybrid vehicle having two determination areas, an intake pipe negative pressure determination area set in accordance with information and a throttle opening degree determination area in which the assist trigger threshold is set in accordance with throttle opening related information. Control device. 2. The control device for a hybrid vehicle according to claim 1, wherein the intake pipe negative pressure determination area is a partial load area of the engine, and the throttle opening degree determination area is a full load area. 3. A hybrid vehicle control apparatus comprising: an engine for outputting propulsive force of a vehicle; and a motor for assisting the output of the engine based on assist request information. A throttle opening assist determining means for determining whether or not the throttle assist trigger threshold is exceeded; and, when it is determined that the throttle opening related information has not reached the throttle assist trigger threshold, the engine intake pipe negative pressure related information is displayed. Intake pipe negative pressure assist determination means for determining whether or not the intake pipe negative pressure assist trigger threshold value for starting assist by the motor is obtained. Assist request when it is determined to be equal to or greater than each assist trigger threshold Control apparatus for a hybrid vehicle characterized in that it comprises a assistance request means for outputting a broadcast. 4. The throttle assist trigger threshold value,
The hybrid vehicle control device according to claim 3, wherein the throttle opening related information value when the engine shifts from the partial load region to the full load region is set. 5. The vehicle according to claim 1, further comprising a traveling state correction unit that raises the intake pipe negative pressure assist trigger threshold when the amount of change in the intake pipe negative pressure related information is small when the vehicle is traveling on a slope or in a high speed state. The control device for a hybrid vehicle according to any one of claims 3 and 4. 6. The control device for a hybrid vehicle according to claim 3, wherein the power storage device stores electric energy generated by an output of an engine and supplies the electric energy to the motor, and the power storage device. A hybrid, comprising: remaining capacity detecting means for detecting the remaining capacity of the device, and overcharging correcting means for lowering each assist trigger threshold when the remaining capacity is detected to be in an overcharged state. Vehicle control device. 7. The hybrid vehicle control device according to claim 6, further comprising a remaining capacity correction unit that raises the throttle assist trigger threshold when it is detected that the remaining capacity of the power storage device is small. 8. The hybrid according to claim 6, further comprising an assist prohibition unit that prohibits the determination by the intake pipe negative pressure assist determination unit when it is detected that the remaining capacity of the power storage device is small. Vehicle control device. 9. A discharge depth correcting means for increasing the throttle assist trigger threshold when the remaining capacity of the power storage device decreases by a predetermined depth from the initial remaining capacity at the start of vehicle running. 9. The control device for a hybrid vehicle according to any one of claims 1 to 8.