JP3340372B2 - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make engine output smooth so as to improve drivability. SOLUTION: When a reset condition from fuel cutoff is satisfied, whether or not a down counting timer tmF/C has reached '0' is discriminated (step S12). When the down counting timer tmF/C has reached '0', that is, the intake air quantity is predicted to be sufficiently converged on the target value, reset processing from fuel cutoff such as fuel injection processing is executed (step S11). When the down counting timer tmF/C has not reached '0', whether or not the down counting timer tmF/C is the specified value TMREF or more is discriminated (step S13). At the time of tmF/C>=TMREF, a total closure flag FCLOSE is set to '1' (step S14), and after setting the target value &theta;TH0 of throttle valve opening to '0' (total closure) (step S15), this processing is ended. At the time of tmF/C<TMREF, this processing is immediately ended.

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 having an engine and a motor as prime movers.

[0002]

2. Description of the Related Art A control device for a hybrid vehicle having an engine and a motor as a prime mover has been conventionally known. In addition, a regenerative function is provided in the motor so that the regenerative efficiency when the motor is regenerated in a decelerating state of the vehicle is improved. An improved hybrid vehicle control device has already been proposed (Japanese Patent Application No. 8-112190).

In such a device, the improvement of the regenerative efficiency is
This is achieved by increasing the intake air amount of the engine while the fuel supply to the engine is stopped, thereby reducing the pump loss.

[0004]

However, in the above-mentioned conventional apparatus, the fuel supply to the engine is stopped,
That is, when returning from the fuel cut state, the intake air amount of the engine is controlled to a predetermined value (the target intake air amount in the operating state) by controlling, for example, the throttle valve opening, and at the same time, for example, fuel injection or the like is performed. Since the process of returning from the cut is performed, engine torque is generated before the fresh air falls to the target intake air amount,
In some cases, drivability deteriorated.

FIGS. 8 (a) to 8 (e) are diagrams for explaining this situation. FIG. 8 (a) shows a transition of a target value θTHO of the throttle valve opening, and FIG. 8 (b) shows a throttle valve opening. (C) shows a change in intake air amount, (d) shows a fuel injection timing, and (e) shows a change in engine output.

Immediately after returning from the fuel cut at time t1, the target value θTHO of the throttle valve opening is set to a predetermined value and at the same time fuel is injected (see (a) and (d)). The air-fuel mixture is burned before the air amount decreases to the target value, that is, in a state where the intake air amount is larger than the target value, and as shown in (e), the engine output (torque) with a large output fluctuation is generated. Occurred, which resulted in deterioration of drivability.

The present invention has been made in view of this point, and an object of the present invention is to provide a control device for a hybrid vehicle capable of smoothing an engine output and improving drivability.

[0008]

In order to achieve the above object, the present invention comprises an engine for driving a drive shaft of a vehicle, and a motor having a regenerative function for converting kinetic energy of the drive shaft into electric energy. In the control device for a hybrid vehicle, when regenerating by the motor is performed when a fuel cut condition that the vehicle is in a decelerated state is satisfied, control is performed in a direction to increase an intake air amount of the engine, and the fuel cut is performed. The return condition from is satisfied
Then, when returning from the fuel cut, intake air amount control means for controlling a parameter related to the intake air amount of the engine so as to approach a target value set according to the driving state of the vehicle, When returning from the fuel cut, the intake air amount of the engine is switched from the increasing direction to the decreasing direction under the control of the intake air amount control means, and is stabilized at the intake air amount according to the target value. a torque fluctuation suppression control means for suppressing control torque fluctuation generated in the drive shaft of the vehicle until the said ene
Fuel injection means for injecting fuel into the gin;
The fuel fluctuation suppression control means returns from the fuel cut.
When the intake air amount of the engine reaches the target value.
Elapsed time that is expected to stabilize to the appropriate intake air volume
Controlling the fuel injection means so as to start fuel injection later
It is something to do.

[0009]

[0010]

[0011]

[0012]

[0013]

According to the control apparatus according to claim 1, when returning from full Yuerukatto, the intake air amount of the engine is switched to a decreasing direction, when cheap <br/> constant in the intake air amount corresponding to the target value The fuel injection means is controlled so as to start fuel injection after a predicted predetermined time has elapsed.

[0015]

[0016]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram schematically showing the configuration of a drive system and a control device for a hybrid vehicle according to a first embodiment of the present invention (components such as sensors and actuators are omitted). A drive shaft 2 driven by an internal combustion engine (hereinafter referred to as an “engine”) 1 is configured to drive a drive wheel 5 via a speed change mechanism 4. The motor 3 is provided so as to directly drive the drive shaft 2 to rotate, and has a regenerative function of converting kinetic energy due to rotation of the drive shaft 2 into electric energy and outputting the electric energy. The motor 3 is a power drive unit (hereinafter referred to as “PD”).
U ”) 13 and a super capacitor (capacitor having a large capacitance) 14.
Drive and regeneration control is performed through the control unit 13.

An engine electronic control unit (hereinafter referred to as "ENGECU") 11 for controlling the engine 1;
A motor electronic control unit (hereinafter referred to as “MOTECU”) 12 for controlling the motor 3, and a management electronic control unit (hereinafter “MTECU”) for performing energy management based on the determination of the state of the supercapacitor 14.
A transmission mechanism electronic control unit (referred to as “T / MECU”) 16 for controlling the transmission mechanism 4 is provided, and these ECUs are interconnected via a data bus 21. Each ECU
Via the data bus 21, detection data, flag information, and the like are mutually transmitted.

FIG. 2 is a diagram showing the configuration of the engine 1, the ENGECU 11 and its peripheral devices. A throttle valve 103 is provided in the intake pipe 102 of the engine 1. The throttle valve 103 has a throttle valve opening (θT
H) The sensor 104 is connected, and outputs an electric signal corresponding to the opening degree of the throttle valve 103 to generate an ENGECU.
11 The throttle valve 103 is of a so-called drive-by-wire type (DBW), and is connected with a throttle actuator 105 for electrically controlling the valve opening. The operation of the throttle actuator 105 is controlled by the ENGECU 11.

A fuel injection valve 106 is provided for each cylinder between the engine 1 and the throttle valve 103 and slightly upstream of an intake valve (not shown) of the intake pipe 102. Each fuel injection valve 106 is provided with a pressure regulator ( (Not shown) and a fuel tank (not shown), and is electrically connected to the ENGECU 11 to
The signal from U11 controls the valve opening time and valve opening timing of the fuel injection valve 106.

Immediately downstream of the throttle valve 103, a pipe 10
7, an intake pipe absolute pressure (PBA) sensor 108 is provided. The absolute pressure signal converted into an electric signal by the absolute pressure sensor 108 is supplied to the ENGECU 11.

An intake air temperature (TA) sensor 109 is mounted downstream of the absolute pressure sensor 108, and the intake air temperature T
ENGECU by detecting A and outputting a corresponding electric signal
11 The engine water temperature (TW) sensor 110 mounted on the main body of the engine 1 includes a thermistor or the like,
The engine water temperature (cooling water temperature) TW is detected, and a corresponding temperature signal is output and supplied to the ENGECU 11.

An engine speed (NE) sensor 111 is mounted around a camshaft (not shown) or around the crankshaft of the engine 1 and a signal pulse (hereinafter referred to as "the pulse") at a predetermined crank angle position every 180 degrees of rotation of the crankshaft of the engine 1. TD
CDC signal pulse), and the TDC signal pulse is supplied to the ENGECU 11.

The ignition plug 113 of each cylinder of the engine 1
Is connected to the ENGECU 11 and
11, the ignition timing is controlled.

A three-way catalyst 115 for purifying HC, CO, NOx and the like in the exhaust gas is mounted in the exhaust pipe 114 of the engine 1, and an air-fuel ratio (LAF) sensor is provided upstream of the three-way catalyst 115. 117 is mounted. The LAF sensor 117 outputs an electric signal substantially proportional to the oxygen concentration in the exhaust gas and supplies the electric signal to the ENGECU 11. The LAF sensor 117 can detect the air-fuel ratio of the air-fuel mixture supplied to the engine 1 over a wide range from the stoichiometric air-fuel ratio to the lean side to the rich side.

The three-way catalyst 115 is provided with a catalyst temperature (TCAT) sensor 118 for detecting the temperature thereof.
The detection signal is supplied to the ENGECU 11. Also,
A vehicle speed sensor 119 for detecting a vehicle speed VCAR of the vehicle and an accelerator opening sensor 12 for detecting an accelerator pedal depression amount (hereinafter referred to as “accelerator opening”) θAP
0 is connected to the ENGECU 11, and the detection signals of these sensors are supplied to the ENGECU 11.

The ENGECU 11 shapes input signal waveforms from various sensors, corrects voltage levels to predetermined levels,
An input circuit having a function of converting an analog signal value into a digital signal value, a central processing circuit (hereinafter, referred to as a “CPU”), a storage unit for storing various calculation programs executed by the CPU, calculation results, and the like; The valve 106 includes an output circuit for supplying a drive signal to the ignition plug 113 and the like. The basic configuration of other ECUs is ENG ECU
Same as 11.

FIG. 3 shows the motor 3, the PDU 13, the super capacitor 14, the MOTECU 12, and the MGECU 1
FIG. 5 is a diagram showing the connection state of No. 5 in detail.

The motor 3 is provided with a motor speed sensor 202 for detecting the speed of the motor 3, and a detection signal is supplied to the MOTECU 12. A current-voltage sensor 201 for detecting a voltage and a current supplied to the motor 3 or output from the motor 3 is provided on a connection line connecting the PDU 13 and the motor 3.
The DU 13 is provided with a temperature sensor 203 for detecting the temperature, more specifically, the protection resistance of the drive circuit of the motor 3 or the temperature TD of the IGBT module (switching circuit). The detection signals of these sensors 201 and 203 are supplied to the MOTECU12.

A connection line connecting the supercapacitor 14 and the PDU 13 includes a voltage / current sensor for detecting a voltage between output terminals of the supercapacitor 14 and a current output from the supercapacitor 14 or supplied to the supercapacitor 14. A detection signal is supplied to the MGECU 15.

FIG. 4 is a diagram showing a connection state between the transmission mechanism 4 and the T / MECU 16. The transmission mechanism 4 is provided with a gear position sensor 301 for detecting a gear position GP, and a detection signal is supplied to the T / MECU 16. In the present embodiment, since the transmission mechanism 4 is an automatic transmission,
A shift actuator 302 is provided, and the T / MECU 1
6 controls its operation.

FIG. 5 is a flowchart showing a deceleration regeneration amount determination process according to the present embodiment.
The processing is executed by the MOTECU 12, for example, every predetermined time.

First, at step S1, the command value for the throttle actuator 105 (hereinafter referred to as "target value of throttle valve opening") θTHO is fully closed ("0").
Fully closed flag FCLOSE indicating that the setting has been made to "1"
Is set to “0”.

Next, in step S2, it is determined whether or not a fuel cut (F / C) condition is satisfied. If the result of the determination is that the fuel cut condition is satisfied, the condition for forced return from fuel cut is determined. Is determined (step S3). If the result of the determination is that the condition for forced return from fuel cut is not satisfied, it is determined whether the condition for return from fuel cut is satisfied. (Step S4).

Here, these conditions correspond to FIG.
In the operation state determination process (step S52), the change amount DAP of the accelerator opening θAP is determined. For example, when DAP <DAPD (negative predetermined amount), the fuel cut condition is satisfied, and DAP> DAPH (positive greater than DAPD) It is determined that the condition for forced return from the fuel cut is satisfied when the predetermined amount), and the condition for return from the fuel cut is satisfied when DAP ≧ DAPD.

As a result of the determination in the step S4, if the condition for returning from the fuel cut is not satisfied, the deceleration energy RUNRST is retrieved from the RUNRST table shown in FIG. 6 (step S5), and the desired deceleration energy R
The UNRSTCOM is searched using the RUNRSTCOM table (step S6).

Here, the RUNRST table indicates the vehicle speed V
The deceleration energy RUNRST is set to take a larger value as the CAR becomes larger. The desired deceleration energy RUNRSTCOM is energy for giving an appropriate negative acceleration to the vehicle. As shown in FIG. 7, the RUNRSTCOM table is set such that the higher the vehicle speed VCAR, the larger the desired deceleration energy RUNRSTCOM takes. Note that RUNRSTCO
In the M table, not only the vehicle speed VCAR but also at least one of the engine speed NE, the gear ratio, and the intention of deceleration (lighting of the brake lamp, stroke of the brake pedal, depression force of the brake pedal, actual deceleration, etc.) are set as parameters. May be added.

Next, the deceleration regeneration amount DECREG is calculated by the following equation (1) (step S7).

DECREG = RUNRSTCOM−RUNRST (1) The deceleration regeneration amount DECREG may be directly searched using at least one of the engine speed NE, the gear ratio, the warm-up state, and the intention to decelerate as parameters.

Next, the target value of the throttle valve opening θTH
O is set to the full opening θTHWOT which is set to be almost fully open (step S9). Thereby, the pump loss of the engine 1 is reduced. In the present embodiment, the target value θT
Although the HO is set to the full opening θTHWOT, the present invention is not limited to this, and the target value θTHO may be set to a more opening direction.

Next, the deceleration regeneration output REGPOWER is set to the deceleration regeneration amount DECREG (step S9), a predetermined time TmF / C is set in a down count timer tmF / C, and the process is started (step S10), followed by terminating the present process. . The predetermined time TmF / C is equal to the throttle valve 103
Is set to a time at which it is predicted that the fresh air flow rate sufficiently converges to the target value after the start of the normal control.

On the other hand, if the fuel cut condition is not satisfied in the step S2, or if the step S3
When the condition for forcibly returning from the fuel cut is satisfied in step S1, a return process from the fuel cut (for example, an instruction to start a fuel injection process) is executed (step S1).
1), end this processing.

If it is determined in step S4 that the condition for returning from fuel cut is satisfied,
It is determined whether the down count timer tmF / C has reached "0" (step S12). As a result of the determination, when the down count timer tmF / C has reached "0",
While the process proceeds to step S11, if the down count timer tmF / C has not reached "0", the process proceeds to step S11.
Proceed to 13.

Here, from step 12 to step S11
Is the state in which the predetermined time TmF / C has elapsed since the fuel cut return condition was satisfied. At this time, fuel injection is started in the return process from fuel cut.

FIG. 8 (f) is a diagram showing the fuel injection timing. Compared with the fuel injection timing of the conventional device (FIG. 8 (d)), the intake air amount has sufficiently converged to the target value. Fuel injection is being performed at time t3. Thus, as shown in FIG. 8G, the engine output by the control device of the present embodiment smoothly increases as compared with the engine output by the above-described conventional device (FIG. 8E). Therefore, it is possible to suppress the engine output accompanied by a large output fluctuation as shown in FIG. 8 (g), and to improve the drivability. 8 (f) and 8 (g).
Is an example in which the processes of steps S13 to S15 described later are not performed, and the object of the present invention can be achieved without performing these processes.

In step S13, it is determined whether or not the down count timer tmF / C is equal to or greater than a predetermined value TMREF. When tmF / C ≧ TMREF, the fully closed flag FCLOSE is set to "1" (step S1).
4) After the target value θTHO of the throttle valve opening is set to “0 (fully closed)” (step S15), the present process is terminated. On the other hand, when tmF / C <TMREF, the present process is terminated immediately.

Here, the predetermined value TMREF is used to determine the time during which the target value θTHO of the throttle valve opening is set to “0”. That is, the target value θTHO of the throttle valve opening is fully closed for the time indicated by the difference between the predetermined time TmF / C (the time set in the down-count timer tmF / C in step S10) and the predetermined value TMREF. Set to state.

FIG. 8 (h) is a diagram showing a change in the target value θTHO of the throttle valve opening. As shown in FIG. 8 (h), the target value θTHO of the throttle valve opening is obtained when the fuel cell returns from the fuel cut state. After being once fully closed, it is returned to the normal opening.

As described above, the target value θ of the throttle valve opening is
Once the THO is controlled to return to the normal opening through the fully closed state, the actual opening θTH of the throttle valve opening changes as shown in FIG. 8 (i), and the intake air amount becomes 8
The transition is made as shown in (j). Here, comparing the transition of the intake air amount in FIG. 8 (j) with the transition of the intake air amount in FIG. 8 (c), the intake air amount converges to the target value at time t3 in FIG. 8 (c). On the other hand, in FIG.
2 (<t3) sufficiently converges to the target value. That is,
If the target value θTHO of the throttle valve opening is controlled so as to return to the normal opening through the fully closed state, the time required for the intake air amount to converge to the target value becomes shorter. Therefore, the fuel injection timing can be advanced from the time t3 to the time t2, the time during which fuel is not injected is shortened, and the driver's discomfort can be further alleviated.

FIGS. 9 and 10 are flowcharts showing the procedure of the driving force distribution processing for determining how much the total required driving force, that is, the driving force required by the driver for the vehicle, is distributed to the motor 3 and the engine 1. Yes, this process is
It is executed by the CU 12 every predetermined time (for example, every 1 msec). Note that the present process may be configured to be executed by the MGECU 15.

In FIG. 9, first, in step S21,
The remaining capacity of the super capacitor 14 is detected by, for example, the following method.

That is, the output current and the input current (charging current) of the capacitor detected by the current / voltage sensor 204 are integrated every predetermined time, and the integrated discharge amount CAPA is calculated.
DISCH (positive value) and integrated charge amount CAPACH
G (negative value) is calculated, and the remaining capacity of the capacitor CAPARE is calculated.
M is calculated by the following equation (2).

CAPAREM = CAPAFULL− (CAPADISH + CAPACHG) Ｇ (2) where CAPAFULLL is the supercapacitor 14
Is a dischargeable amount in a full charge (full charge) state.

Then, the calculated remaining capacity of the capacitor CAPAREM is corrected by the internal resistance of the supercapacitor 14 which changes with temperature or the like, and the final remaining capacity of the supercapacitor 14 is detected. In the following description, the remaining charge amount after correction, the full charge dischargeable amount C
The ratio (%) to the APAFULL is the remaining capacity CAPAR
It is called EMC.

In this embodiment, the integrated discharge amount C
Although the remaining capacity of the supercapacitor 14 is detected by using the APADISCH and the accumulated charge value CAPACHG, the open-end voltage of the supercapacitor 14 may be detected instead.

Next, in step S22, in accordance with the detected remaining capacity, the distribution amount on the motor 3 side, that is, the driving amount to be output by the motor 3 during the entire required driving force (target driving force POWERCOM) (this amount is , To be expressed as a ratio to the target driving force, hereinafter referred to as “distribution ratio”).
Is determined by searching the output distribution ratio setting table.

FIG. 11 is a diagram showing an example of the output distribution ratio setting table. The horizontal axis indicates the remaining capacity CAPAREMC of the supercapacitor 14, and the vertical axis indicates the distribution ratio PRATIO.
Is shown. In the output distribution ratio setting table, the distribution ratio with respect to the remaining capacity at which the charging and discharging efficiency of the supercapacitor 14 is the best is set in advance.

In the following step S23, the accelerator opening θAP detected by the accelerator opening sensor 120 is set.
In response to this, the setting table for the accelerator-throttle characteristic shown in FIG.
(Hereinafter referred to as “throttle valve opening command value”) θTHCOM.

In the accelerator-throttle characteristic setting table in this embodiment, as shown in FIG. 12, the accelerator opening θAP is directly used as the command value θTHCOM, but it is needless to say that the present invention is not limited to this. Absent.

In step S24, a setting table for motor output distribution according to the throttle valve opening shown in FIG. 13 is searched according to the determined throttle valve opening command value θTHCOM, and the distribution ratio PRATIOTH is determined. I do.

As shown in FIG. 13, the motor output distribution setting table according to the throttle valve opening indicates that the motor output is increased when the throttle valve opening command value .theta.THCOM is almost fully opened (for example, 50 degrees or more). Is set to

In the present embodiment, the distribution rate PRATIOTH is set according to the throttle valve opening command value θTHCOM.
However, the present invention is not limited to this, and any one of the vehicle speed VCAR, the engine speed NE, and the like is determined.
Said allocation rate PRA based on one or more parameters
TIOTH may be determined.

In the following step S25, a target output map shown in FIG. 14 is searched according to the throttle valve opening command value θTHCOM and the engine speed NE to calculate a target driving force POWERCOM.

Here, the target output map is a map for determining the target driving force POWERCOM requested by the driver.
THCOM (Since the throttle valve opening command value corresponds to the accelerator opening θAP on a one-to-one basis, the accelerator opening θAP
And the target driving force POWERCOM is set according to the engine speed NE.

Further, in step S26, a correction term θTHADD of the throttle valve opening for generating the target driving force POWERCOM (ie, the target driving force POW)
ERCOM is calculated by setting the throttle valve opening to θTHCOM + θT.
HADD) is calculated, and step S
At 27, a vehicle state determination map shown in FIG. 15 is searched according to the vehicle speed VCAR detected by the vehicle speed sensor 119 and the engine margin output EXPOWER.
The running state VSTATUS of the vehicle is determined. The vehicle state determination map is set to take a larger value as the vehicle speed VCAR is larger and the margin output EXPOWER is larger.

Here, the extra power EXPOWE of the engine
R is calculated by the following equation (3).

EXPOWER = POWERCOM−RUNRST ‥‥ (3) where RUNRST is the running resistance of the vehicle,
This is the sum of the deceleration energy due to the pump loss of the engine 1, the deceleration energy due to the regenerative resistance, and the deceleration energy due to the rolling resistance of the wheels and the air resistance during running. The running resistance RUNRST is retrieved from the RUNRST table described with reference to FIG. In addition, in the running resistance table,
Not only the vehicle speed VCAR but also at least one of the engine speed NE, the gear ratio, and the warm-up state (the intake air temperature TA, the engine temperature TW, the traveling distance, etc.) may be added as a parameter.

As described above, the vehicle speed VCAR and the margin output E
Running state VSTATU determined by XPOWER
S indicates an assist distribution ratio of the motor 3 to the margin output EXPOWER, and is set to, for example, an integer value from 0 to 200 (unit is%). And the running state VS
When TATTUS is “0”, it is a state in which assist should not be performed (deceleration state or cruise state), and the traveling state V
When STATUS is larger than "0", it is a state to assist (assist state).

In the following step S28, the running state VST
It is determined whether ATUS is greater than "0" and VSTA
When TUS> 0, that is, in the assist state, the mode is the assist mode, and the process proceeds to step S29 of FIG. 10. On the other hand, when VSTATUS ≦ 0, that is, in the deceleration state or the cruise state, the regeneration mode (deceleration regeneration mode or the cruise charging mode) is set. The process proceeds to step S32 in FIG.

In step S29, the following equation (4) is used.
The motor required output MOTORPOWER is calculated.

MOTORPOWER = POWERCOM × PRATIO × PRATIOTH × VSTATUS (4) In the following step S30, the motor request output MOTORRP
Motor output command value MO with time constant targeting OWER
Convert to TORCOM.

FIG. 16 shows the motor required output MOTORPO.
Motor output command value MOTORCOM converted to WER
In the figure, a solid line shows an example of a time transition of the motor required output MOTORPOWER, and a chain line shows a time transition of the motor output command value MOTORCOM.

As can be seen from the figure, the motor output command value MOTORCOM is equal to the motor request output MOTORPOW
The ER is controlled so as to approach gradually with a time constant, that is, with a time delay. This means that if the motor output command value MOTORCOM is set so that the motor 3 immediately outputs the motor required output MOTORPOWER, it is not possible to receive the output due to a delay in the rise of the engine output, resulting in deterioration of drivability. Therefore, it is necessary to control the motor 3 so as to output the motor required output MOTORPOWER after waiting until this preparation is completed.

In the subsequent step S31, a correction term (reduction value) θTHASSIST for controlling the target value θTHO of the throttle valve opening in the closing direction is calculated according to the motor output command value MOTORCOM, and then in step S3.
Proceed to 8.

The correction term θTHASSIST is for suppressing the output of the engine 1 by the increase in the output of the motor 3 with the motor output command value MOTORCOM, and the correction term θTHASSIST is calculated as follows. It depends on the reason.

That is, the target value θTHO of the throttle valve opening is determined by the sum of the throttle valve opening command value θTHCOM determined in step S23 and the correction term θTHADD calculated in step S26, and the target value θTHO is determined by the target value θTHO. The throttle actuator 1
In the case of controlling the 05, the target driving force POWERCOM is generated only by the output on the engine 1 side. Therefore, without correcting the target value θTHO, the above-described step S30 is performed.
When the motor 3 is controlled by the motor output command value MOTORCOM converted by the above, the sum of the output of the engine 1 and the output of the motor 3 is equal to the target driving force POWERCOM.
, And a driving force higher than the driving force requested by the driver is generated. For this reason, the output of the engine 1 corresponding to the output of the motor 3 is suppressed, whereby the correction term θTHASS is set so that the sum of the output of the motor 3 and the output of the engine 1 becomes the target driving power POWERCOM.
IST is calculated.

In step S32, it is determined whether or not the current regeneration mode is the deceleration regeneration mode. This determination is
Perform based on the margin output EXPOWER, and
This is performed by determining whether or not R <0 (or whether or not R is smaller than a negative predetermined value near 0). This determination is based on the fact that the change amount DAP of the accelerator opening θAP is a predetermined negative value D
The determination may be made by determining whether or not the value is smaller than the APD (in this case, the deceleration regeneration mode is determined when DAP <DAPD, and the cruise charging mode is determined when DAP ≧ DAPD).

At step S32, the margin output EXPOWE
When R is smaller than 0 (when smaller than a negative predetermined value near 0), the mode is determined to be the deceleration regeneration mode, and the motor request output MOTORPOWER is reduced and the deceleration regeneration output REGPOWE is output.
It is set to R (step S33). Here, the deceleration regeneration output REGPOWER uses a value calculated by a deceleration regeneration processing routine (not shown).

In the following step S34, the optimum throttle valve opening target value θTHO in the deceleration regeneration mode, that is, the deceleration regeneration amount determination processing (step S8 in FIG. 5).
Target value θTHO (= θ
THWOT) is read and set, and then step S4
Proceed to 1.

On the other hand, at step S32, the margin output EXP
When OWER is near 0 (the answer to step S28 is negative (NO), the running state VSTATUS is
0), it is determined that the vehicle is in the cruise charging mode, and the motor required output MOTORPOWER is set to the cruise regeneration output C.
RUISEPOWER is set (step S35).
Here, as the cruise charge output CRUISEPOWER, the one set in a cruise charge processing routine (not shown) is used.

In the following step S36, the aforementioned step S
As in the case of 30, the motor output command value MOTORCO
M, and in step S37, a correction term (increase value) for controlling the target value θTHO of the throttle valve opening in the opening direction according to the motor output command value MOTORCOM.
After calculating θTHSUB, the process proceeds to step S38.

Here, the reason for calculating the correction term θTHSUB is exactly the same as the reason for calculating the correction term θTHASSIST.

That is, in the cruise charging mode, the required motor output MOTORPOWER is the required motor output MOTORPOW in the assist mode.
The value of the sign opposite to ER is set. That is, the motor 3 is controlled by the motor output command value MOTORCOM in the cruise charging mode to decrease the target driving force POWERCOM. Therefore, in order to maintain the target driving force POWERCOM in the cruise charge mode, the output reduced by the motor output command value MOTORCOM must be covered by the output of the engine 1.

In step S38, the fully closed flag FC
It is determined whether or not LOSE is “1”, and FCLOSE
If = 0, the target value θTHO of the throttle valve opening is calculated by the following equation (5) (step S39).

ΘTHO = θTHCOM + θTHADD + θTHSUB−θTHASSIST (5) On the other hand, when FCLOSE = 1 in step S38,
Similarly to step S34, the target value θTHO (= 0) of the throttle valve opening set in the deceleration regeneration amount determination process (step S15 in FIG. 5) is read and set, and then the process proceeds to step S41.

In step S41, it is determined whether or not the target value .theta.THO of the throttle valve opening is equal to or greater than a predetermined value .theta.THREF. When .theta.THO <.theta.THREF, it is determined whether or not the intake pipe absolute pressure PBA is equal to or less than a predetermined value PBAREF. Is determined (step S42).

In step S42, PBA> PBAREF
In this case, the driving force distribution process is terminated, while in step S41, when θTHO ≧ θTHREF, or in step S42, when PBA ≦ PBAREF, the speed ratio of the transmission mechanism 4 is changed to the low speed ratio (Low). After (Step S43), the present driving force distribution processing ends.

The state in which the process proceeds to step S43 is as follows.
As the remaining capacity of the supercapacitor 14 decreases, the required motor output MOTORPOWER decreases, and it is necessary for the engine 1 to cover this decrease, but the engine 1 does not increase its output any more. In such a case,
The drivability is maintained by changing the speed ratio of the speed change mechanism 4 to the low speed ratio side and maintaining the torque generated on the drive shaft 2 constant (the same torque as before shifting to step S43). Note that this gear ratio change processing is performed as follows.
In practice, the T / MECU 16 executes according to the instruction from the MOTECU 12.

Next, the engine control executed by the ENGECU 11 will be described.

FIG. 17 is a flowchart showing the overall structure of the engine control process.
1, for example, every predetermined time.

First, various engine operating parameters such as the engine speed NE and the intake pipe absolute pressure PBA are detected (step S51), then the operating state determination processing (step S52), the fuel control processing (step S53), the ignition timing control The process (step S54) and the DBW control process (step S55) are sequentially executed.

That is, while controlling the fuel injection amount and the ignition timing in accordance with the engine speed NE, the intake pipe absolute pressure PBA, etc., the actual throttle valve opening θ
The drive control of the throttle actuator 105 is performed so that TH becomes the target value θTHO of the throttle valve opening calculated or read in step S39 or S40 in FIG. 10 (step S55).

As described above, in the present embodiment, the fuel injection is started after the intake air amount sufficiently converges to the target value. Therefore, the engine output rises smoothly, and a large output fluctuation can be suppressed. Thereby, drivability can be improved.

Further, when returning from the fuel cut and returning the throttle valve opening target value θTHO to the normal opening, the throttle opening is returned to the normal opening once after the fully closed state. The time during which the amount of intake air converges to the target value is shorter than in the case of returning to the normal opening degree without performing, and by controlling the fuel injection timing in accordance with this time, the time during which fuel is not injected becomes shorter, Therefore, the driver's discomfort can be reduced.

Next, a control device for a hybrid vehicle according to a second embodiment of the present invention will be described. In the control device for a hybrid vehicle according to the first embodiment, the time required for the intake air amount to converge to the target value is made as short as possible by the above-described method, so that the driver's discomfort is reduced. There is a limit to shortening the time, and the driver's discomfort cannot be completely eliminated. The control device for a hybrid vehicle according to the present embodiment solves this problem by controlling the ignition timing for igniting the air-fuel mixture supplied to the engine in the retard direction (the retard side).

The hybrid vehicle control device of the present embodiment differs from the hybrid vehicle control device of the first embodiment only in the procedure of the deceleration regeneration amount determination process. Will be described.

FIG. 18 is a flowchart showing the procedure of the deceleration regeneration amount determination processing in the present embodiment.

In the figure, step S61 is the same as step S2 in FIG. 5, and steps S62 to S6
6 are the same as Steps S5 to S9 in FIG. 5, respectively, and thus description thereof will be omitted.

In the following step S67, after setting the down count timer tmRTD to "0", the present process is terminated. The down count timer tmRTD is for measuring a time or the like for controlling the ignition timing to the retard side from the normal ignition timing.

If it is determined in step S61 that the fuel cut condition is not satisfied, a return process from fuel cut is performed in step S68 in the same manner as in step S11 of FIG.

In the following step S69, it is determined whether or not the down-count timer tmRTD has counted a predetermined time TMREF1 or more. The predetermined time TMREF1 indicates a time for controlling the ignition timing to the retard side from the normal ignition timing.

In step S69, tmRTD ≧ TMRE
In the case of F1, a control amount for controlling the ignition timing to the retard side from the normal ignition timing (hereinafter, referred to as “retard amount”) θ
After setting IGRTD to "0" (step S70), this process is terminated, while tmRTD <TMREF1
If so, the process proceeds to step S71.

In step S71, the retard amount θIGR
The initial value of TD, θIGRTDI, is calculated as the absolute pressure PBA in the intake pipe.
Is determined by searching the retard amount table shown in FIG. In the present embodiment, the retard amount table sets the retard amount using only the intake pipe absolute pressure PBA as a parameter. However, the present invention is not limited to this, and at least other parameters such as the engine rotational speed NE and the gear ratio may be used. One may be added and the retard amount may be set according to these parameters.

In the following step S72, the down count timer tmRTD is set to a predetermined time TMREF2 (<TMREF2).
F1) It is determined whether or not it is below. Here, the predetermined time TMR
EF2 sets the retard amount θIGRTD to its initial value θIG
The time at which the process of gradually returning from RTDI to the normal ignition timing is started is shown.

In step S72, tmRTD ≦ TMRE
In the case of F2, after setting the retard amount θIGRTD to the determined initial value θIGRTDI, the present process is ended, while when tmRTD> TMREF2, the process proceeds to step S74.

In step S74, the retard amount θIGR
It is determined whether or not TD is equal to or greater than “0”, and θIGRTD is determined.
If <0, the process proceeds to step S70, while θIG
When RTD ≧ 0, the process proceeds to step S75.

In step S75, the initial value θIGRTD
Return amount θIGR when gradually returning from I to normal ignition timing
The TDR is determined by searching the return amount table shown in FIG. 20 according to the engine speed NE. In the return amount table, the return amount is set using only the engine rotational speed NE as a parameter in the present embodiment. However, the return amount table is not limited to this. One may be added, and the return amount may be set according to these parameters.

In a succeeding step S76, the retard amount θI
After the current value θGRTRTD (N) of GRTD is determined and set by the following equation (6), the present process is terminated.

ΘIGRTD (N) = θIGRTD (N−1) −θIGRTDR (6) where θIGRTD (N−1) is the retard amount θIG
Indicates the previous value of RTD, and θIGRTDR is the value of step S
Reference numeral 75 indicates the return amount searched.

The retard amount θI thus set
When the ignition timing is controlled in accordance with the GRTD (for example, by performing the engine control process of the first embodiment (step S54 in FIG. 17)), the target value θTHO of the throttle valve opening is set to the value of the first embodiment. As shown in the control device of the first embodiment, the control is returned to the normal opening after the control is once fully closed (FIG. 2).
1 (a)) (see FIG. 21 (d)).
That is, even if control for shortening the time for the intake air amount to converge to the target value (see FIG. 21B) is not performed (see FIG. 21).
(See (e)), and the engine output rises smoothly (see FIG. 21 (f)). Therefore, drastic output fluctuations can be suppressed, drivability can be improved, and fuel injection is started at the same time when fuel is restored, so that the driver's discomfort due to no fuel injection is completely eliminated. be able to.

[0111]

【The invention's effect】

[0112]

[0113] As described above, according to the control apparatus according to claim 1, when returning from full Yuerukatto, the intake air amount of e emissions <br/> Gin is switched to a decreasing direction, the target value
Since the fuel injection means is controlled so as to start fuel injection after a lapse of a predetermined time, which is predicted to be stabilized to the intake air amount corresponding to the intake air amount, torque fluctuation occurring in the drive shaft of the vehicle is controlled to be suppressed, and drivability is improved. Can be done.

[0114]

[Brief description of the drawings]

FIG. 1 is a diagram for explaining a schematic configuration of a drive device and a control device for a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of an engine control system.

FIG. 3 is a diagram showing a configuration of a motor control system.

FIG. 4 is a diagram showing a control system of a transmission mechanism.

FIG. 5 is a flowchart illustrating a procedure of a deceleration regeneration amount determination process according to the first embodiment of the present invention.

FIG. 6 is a diagram illustrating an example of a RUNRST table.

FIG. 7 is a diagram illustrating an example of a RUNRSTCOM table.

FIG. 8 is a diagram showing an example of transition of various parameters when returning from fuel cut in the first embodiment of the present invention.

FIG. 9 is a flowchart showing a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.

FIG. 10 is a flowchart illustrating a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.

FIG. 11 is a diagram illustrating an example of an output distribution ratio setting table.

FIG. 12 is a diagram showing an example of an accelerator-throttle characteristic setting table.

FIG. 13 is a view showing a setting table of a motor output distribution according to a throttle valve opening.

FIG. 14 is a diagram illustrating an example of a target output map.

FIG. 15 is a diagram illustrating an example of a vehicle state determination map.

FIG. 16 is a diagram showing a relationship between a motor required output MOTORPOWER and a converted motor output command value MOTORCOM.

FIG. 17 is a flowchart illustrating an overall configuration of an engine control process.

FIG. 18 is a flowchart illustrating a procedure of a deceleration regeneration amount determination process according to the second embodiment of the present invention.

FIG. 19 is a diagram illustrating an example of a retard amount table.

FIG. 20 is a diagram illustrating an example of a return amount table.

FIG. 21 is a diagram illustrating an example of transition of various parameters when returning from a fuel cut in the second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Drive shaft 3 Motor 4 Transmission mechanism 5 Drive wheel 11 Engine control electronic control unit 12 Motor control electronic control unit 13 Power driving unit 14 Battery 15 Battery control electronic control unit 16 Transmission mechanism control electronic control unit 21 Data bus 113 Ignition plug

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI F02D 41/12 310 F02D 41/12 330K 330 43/00 301B 43/00 301 301H 301J 301K F02P 5/15 B F02P 5/15 B60K 9/00 E (72) Inventor Hiroshi Tamagawa 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside the Honda R & D Co., Ltd. (72) Inventor Tetsu Sugiyama 1-4-1 Chuo, Wako-shi, Saitama Pref. In the laboratory (72) Inventor Toru Yano 1-4-1 Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (56) References JP-A-9-284916 (JP, A) JP-A 8-177565 (JP JP-A-9-317501 (JP, A) JP-A-2-40055 (JP, A) JP-A-6-147080 (JP, A) JP-A-9-203367 (JP, A) , A) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60K 6/02-6/04 B60L 11/14 F02D 29/02 F02D 41/00-41/40 F02D 43/00-45 / 00 F02P 5/145-5/155

Claims (1)

(57) [Claims] 1. A hybrid vehicle control device comprising: an engine for driving a drive shaft of a vehicle; and a motor having a regenerative function for converting kinetic energy of the drive shaft into electric energy, wherein the vehicle is in a deceleration state. When the regeneration by the motor is performed when the fuel cut condition is satisfied, control is performed in a direction to increase the intake air amount of the engine, and a condition for returning from the fuel cut is satisfied , and the fuel is cut.
When returning from the L-cut, intake air amount control means for controlling a parameter related to the intake air amount of the engine so as to approach a target value set in accordance with an operation state of the vehicle; and returning from the fuel cut. The intake air amount of the engine is switched from the increasing direction to the decreasing direction under the control of the intake air amount control means ,
Until the stable intake air quantity corresponding includes a torque variation suppressing control means for inhibiting control the torque fluctuation generated in the drive shaft of the vehicle, and a fuel injection means for injecting fuel into the engine, the torque fluctuation The suppression control means may include the fuel cut
When returning from the
Predicted to be stable to the intake air amount according to the target value
So that the fuel injection is started after a lapse of time.
A control device for a hybrid vehicle, which controls a step .