JP3518192B2 - Vehicle control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention applies a torque in the forward rotation direction to an output shaft of an internal combustion engine by means of a torque adding means provided separately from the internal combustion engine, so as to reduce fuel consumption and exhaust emission of the internal combustion engine. The present invention relates to a control device for a vehicle having a power assisting function to reduce.

[0002]

2. Description of the Related Art Conventionally, as a technique for reducing fuel consumption and exhaust emission of an internal combustion engine during vehicle acceleration, there is one disclosed in Japanese Patent Publication No. 4-36253.

That is, in the technique disclosed in the above publication, when the rotational acceleration of the internal combustion engine exceeds a specified value, an electric motor (electric motor) is provided with a motor generator provided so as to be able to give and receive an output to and from the output shaft of the internal combustion engine. As a result, the torque in the forward rotation direction (forward rotation torque) is applied to the output shaft of the internal combustion engine.

[0004]

However, in the vehicle to which the above-mentioned conventional technique is applied, when the electric motor as the torque adding means applies the positive rotation torque, the driver of the vehicle normally increases the accelerator by the amount corresponding to the increase in the torque. Since the pedal is returned, the pumping loss of the internal combustion engine increases, and the fuel saving effect cannot be fully exerted.

The present invention has been made in view of these problems, and suppresses an increase in pumping loss of the internal combustion engine due to the driver returning the accelerator pedal while the torque applying means is applying torque. Therefore, it is an object of the present invention to provide a vehicle control device capable of sufficiently exerting the fuel saving effect.

[0006]

In order to achieve the above object, in the vehicle control device according to the present invention, the torque addition control means has the torque addition means according to the driving state of the vehicle. Is operated, the torque applying means applies torque in the forward rotation direction to the output shaft of the internal combustion engine. Further, the speed reduction ratio control means controls the speed reduction ratio of the speed change means according to the operating state of the vehicle, and the speed change means controls the rotational power generated on the output shaft of the internal combustion engine by the speed reduction ratio control means. And transmitted to the drive wheels of the vehicle.

Particularly, in the vehicle control device according to the first aspect, when the torque adding means applies the torque in the positive rotation direction to the output shaft of the internal combustion engine, the reduction ratio correction means causes the reduction ratio control means to operate. The speed reduction ratio of the controlled transmission means is reduced. According to such a vehicle control device, when the torque adding means applies torque in the positive rotation direction (hereinafter, also referred to as positive rotation torque) to the output shaft of the internal combustion engine, the reduction ratio of the speed changing means is reduced. Since the rotational speed of the internal combustion engine (that is, the rotational speed of the output shaft of the internal combustion engine) is reduced by the correction, the output of the output shaft (specifically, the power factor determined by the product of the torque of the output shaft and the rotational speed) Therefore, the driving force transmitted to the driving wheels) is suppressed from increasing by the amount of the positive rotation torque added by the torque adding means. Therefore, when the torque addition means is operated while the vehicle is traveling, the vehicle driver does not return the accelerator pedal, and as a result, the pumping loss of the internal combustion engine is suppressed from increasing and the positive rotation torque is reduced. It becomes possible to fully exert the fuel saving effect by adding.

Next, in the vehicle control device according to a second aspect of the present invention, in the vehicle control device according to the first aspect, the reduction ratio correction means has a positive rotation in which the torque adding means adds to the output shaft of the internal combustion engine. The torque of the direction is detected, and the reduction ratio of the speed change means is greatly reduced according to the detected torque as the value increases.

According to the vehicle control apparatus of the second aspect, even if the magnitude of the positive rotation torque added by the torque addition means is not constant but varies, the vehicle rotation control apparatus responds to the added positive rotation torque. As a result, the reduction ratio of the speed change means is reduced, so that the driver can drive the vehicle with the depression amount of the accelerator pedal being substantially constant, and the above-mentioned effects can be obtained while maintaining a good drive feeling. it can.

Next, in the vehicle control device according to claim 3, in the vehicle control device according to claim 1 or 2, the reduction ratio correction means is added to the output shaft of the internal combustion engine by the torque addition means. When the torque in the normal rotation direction is equal to or more than a predetermined value, the reduction ratio is corrected as described above.

According to the vehicle control device of the third aspect, control is performed such that the speed reduction ratio of the speed change means is reduced only when a positive rotation torque of a predetermined value or more is applied. This is advantageous in optimizing the control of the reduction ratio. On the other hand, in the vehicle control device according to any one of claims 1 to 3, the torque adding means has both functions of an electric motor and a generator, and is provided so that output can be exchanged with an output shaft of an internal combustion engine. The motor generator can be used.

When such a motor generator is used as the torque addition means, the torque addition control means can be constructed as described in claim 4. That is, in the vehicle control device according to claim 4, the torque addition control means determines whether or not the vehicle is in an accelerating state, and the charge amount of the battery mounted on the vehicle is equal to or more than a predetermined amount. And a charge amount determining means for determining whether or not there is a charge. Then, the torque addition control means, when the positive determination is made by both the acceleration determination means and the charge amount determination means (that is, when the vehicle is in the acceleration state and the charge amount of the battery is equal to or more than a predetermined amount), When the generator is operated by the electric power from the battery as an electric motor to apply a torque in the forward rotation direction to the output shaft of the internal combustion engine and a negative determination is made by at least one of the acceleration determination means and the charge amount determination means (that is, the vehicle Is not in an accelerating state or the charged amount of the battery is not equal to or more than a predetermined amount), the motor generator is operated as a generator to accumulate the generated power in the battery.

According to the vehicle control device of the fourth aspect, only when the amount of charge of the battery is sufficient and the vehicle is in the accelerated state, the electric power of the battery is used to positively rotate the internal combustion engine. Torque is added, otherwise, the battery is charged by the rotational power generated by the internal combustion engine.Therefore, it is not necessary to use a special power source as torque adding means, and the state of charge of the battery is always appropriate. While maintaining the above, the effects of the vehicle control device according to the first to third aspects can be obtained. Further, the vehicle control device according to claim 5.
Is the vehicle control according to any one of claims 1 to 4.
The device is equipped with a sensor that detects the rotational speed of the internal combustion engine.
The reduction ratio control means calculates the target speed of the internal combustion engine.
However, the engine speed detected by the sensor is
To control the speed reduction ratio of the transmission so that the rotation speed is reached.
The reduction ratio correction means reduces the target rotation speed.
By correcting the change ratio controlled by the reduction ratio control means
It is characterized by reducing the speed reduction ratio of the speed means.
The vehicle control device according to claim 6 is the same as that according to claim 5.
In the vehicle control device described above, the reduction ratio control means is
Based on the accelerator opening and the provisional target speed Ne of the internal combustion engine
po is calculated, and the correction time is calculated from this provisional target rotation speed Nepo.
By reducing the number of revolutions ΔNe, the true target speed of the internal combustion engine
Rotation of the internal combustion engine calculated by the number of revolutions and detected by the sensor
The speed reduction ratio of the speed change mechanism so that the number becomes the true target speed.
The speed reduction ratio correction means is configured to control
Constant target rotation speed Nepo and output torque of torque adding means
From Tm and the output torque Te of the internal combustion engine,
By calculating the correction speed ΔNe based on
To reduce the reduction ratio of the transmission means controlled by the means.
And, is characterized. ΔNe = Nepo × Tm / (Tm + Te) ... Equation 1

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiment of the present invention is not limited to the following examples, and various forms can be adopted as long as they are within the technical scope of the present invention.

[First Embodiment] First, FIG. 1 is a schematic configuration diagram showing a vehicle control device of a first embodiment. As shown in FIG. 1, the vehicle control device according to the present embodiment includes an internal combustion engine 1 that generates rotational power by energy obtained by combustion of a fuel such as gasoline or light oil, and a rotation generated on an output shaft of the internal combustion engine 1. An electronically controlled continuously variable transmission 3 as a transmission means for transmitting power to a drive wheel of a vehicle by changing a reduction ratio, and a torque addition means having both functions of an electric motor (electric motor) and a generator. The motor generator 5, the continuously variable transmission 3 and the electronic control device 7 for controlling the motor generator 5, and the operation of the motor generator 5 depending on a command from the electronic control device 7 The electric power control part 9 which switches to either one is provided.

Here, when the operation of the motor generator 5 is switched to the motor, the battery 11 mounted on the vehicle is installed.
To generate rotational power, and the rotational power adds torque in the forward rotation direction to the output shaft of the internal combustion engine 1. Further, when the operation is switched to the generator, the motor generator 5 is driven by the output shaft of the internal combustion engine 1 to generate electric power, and the generated electric power is stored in the battery 11 via the power control unit 9. To be

The motor generator 5 and the power controller 9 will be specifically described. The motor generator 5 is, for example, a three-phase synchronous machine, and includes an exciting coil that rotates integrally with the output shaft of the internal combustion engine 1 and a housing. And a fixed three-phase armature coil. The exciting coil is connected to the battery 11 via a transistor provided in the power control unit 9, and the three-phase armature coil is connected to the battery 11 via a well-known inverter provided in the power control unit 9. .

Then, the power control section 9 is connected to the electronic control unit 7.
When a command to operate the motor generator 5 as an electric motor is received from the motor, the inverter is controlled so that a drive current is supplied from the battery 11 to the three-phase armature coil of the motor generator 5 to operate the motor generator 5 as an electric motor. Further, when the command to operate the motor generator 5 as a motor is not received from the electronic control unit 7, the transistor is turned on / off to drive the duty of the exciting current flowing through the exciting coil of the motor generator 5. By controlling the ratio,
The motor generator 5 is operated as a generator, and the generated power is charged in the battery 11. The power generation voltage of the motor generator 5 can be adjusted by controlling the ratio of the on time and the off time of the transistor (that is, the duty ratio of the exciting current flowing in the exciting coil of the motor generator 5). The control unit 9 adjusts the generated voltage according to the control signal from the electronic control unit 7.

On the other hand, the electronic control unit 7 includes a CPU 7a and R
It is mainly configured by a well-known microcomputer provided with the OM 7b. Then, the electronic control unit 7 detects a terminal voltage (hereinafter, referred to as a battery voltage) Eb of the battery 11 to obtain information for controlling the continuously variable transmission 3 and the motor generator 5. And a current (that is, a charging / discharging current of the battery 11, which will be referred to as a battery current hereinafter) Cb flowing through the terminals of the battery 11, and from the battery 11 to the motor generator 5 when the motor generator 5 is operating as a motor. A battery current sensor 15 for detecting a flowing drive current (hereinafter referred to as an input current of the motor generator 5) Im, and an internal combustion engine rotation for detecting an internal combustion engine rotation speed (specifically, a rotation speed of an output shaft of the internal combustion engine 1) Ne. The number sensor 17, an accelerator opening sensor 19 for detecting an opening (hereinafter referred to as an accelerator opening) Ad of an accelerator pedal operated by the driver, and a vehicle speed V A vehicle speed sensor 21 for output is connected.

In the ROM 7b of the electronic control unit 7,
As shown in FIG. 4, a determination value for determining whether the battery voltage Eb detected by the battery voltage sensor 13 and the charge amount of the battery 11 are sufficient to operate the motor generator 5 as an electric motor. The “reference battery current map” representing the relationship with the reference battery current Cbs is stored.

As will be described later, the reference battery current Cbs is compared with the current battery current (charging / discharging current of the battery 11) Cb detected by the battery current sensor 15 to determine whether the reference battery current Cbs is higher than the reference battery current Cbs. When Cb is larger, it is determined that the charge amount of the battery 11 is equal to or larger than a predetermined amount sufficient to operate the motor generator 5 as an electric motor. Then, as shown in FIG. 4, the reference battery current Cbs is set to have a larger value as the battery voltage Eb is lower.

The values of the battery current Cb and the reference battery current Cbs are positive when the battery 11 is discharged and negative when the battery 11 is charged. Further, in this embodiment, the battery 11 has a rating of 1
It is assumed that four 2V lead batteries are connected in series, and the normal value of the battery voltage Eb is about 48V. In the vertical axis of FIG. 4, “C” represents the 5-hour capacity value of the battery 11, and for example, in the case of a battery of 50 Ah (ampere hour), “1 C” = 50 A (ampere), and “2 C = 100A.

Here, the determination of the charge amount of the battery 11 will be specifically described. First, considering the case where the battery 11 is discharged, if the charge amount of the battery 11 is large, a large discharge current can be taken out, so the battery current Cb
Becomes larger than the reference battery current Cbs, and it is determined that the charge amount is sufficient. On the contrary, if the charge amount of the battery 11 is small, a large discharge current cannot be taken out, so the battery current Cb becomes smaller than the reference battery current Cbs, and it is determined that the charge amount is insufficient.

Next, considering the case where the battery 11 is charged, the battery current Cb becomes larger than the reference battery current Cbs when the charge amount of the battery 11 is large, because the charged current is small. The absolute value of the current Cb is smaller than the absolute value of the reference battery current Cbs), and it is determined that the charge amount is sufficient. On the contrary, if the charge amount of the battery 11 is small, the charged current is large, so the battery current Cb becomes smaller than the reference battery current Cbs (the absolute value of the battery current Cb is smaller than the absolute value of the reference battery current Cbs. It becomes large) and it is determined that the charge amount is insufficient.

As described above, the reference battery current Cbs is set to have a larger value when the battery voltage Eb is lower, so that when the charge amount of the battery 11 is low and the battery voltage Eb is low. , It is difficult to determine that the charge amount of the battery 11 is sufficient.

On the other hand, in the ROM 7b of the electronic control unit 7, as a data map for determining the reduction ratio I of the continuously variable transmission 3, as shown in FIG. A “target rotation speed map” for calculating a target value of the internal combustion engine rotation speed Ne according to the accelerator opening Ad detected by the accelerator opening sensor 19 is stored. Then, the electronic control unit 7 sets the continuously variable transmission 3 so that the actual internal combustion engine rotational speed Ne detected by the internal combustion engine rotational speed sensor 17 becomes the target rotational speed calculated using this target rotational speed map. Reduction ratio I
To control. Therefore, as the value of the target speed is smaller, the reduction ratio I is set to a smaller value, and the actual internal combustion engine speed Ne is lowered.

As shown in FIG. 5, the internal combustion engine speed N
The target value (target rotation speed) of e is set to a larger value as the accelerator opening Ad is larger, and is set to a substantially constant value for the vehicle speed V. Further, as shown in FIG. 6, the ROM 7b of the electronic control unit 7 calculates the output torque of the motor generator 5 (that is, the forward rotation torque added to the output shaft of the internal combustion engine 1 by the motor generator 5) Tm. The “motor generator output torque map” for performing the operation is also stored.

This motor-generator output torque map shows the relationship between the output torque Tm of the motor-generator 5 and the internal-combustion engine rotational speed Ne, which is equivalent to the rotational speed of the motor-generator 5, and the input current of the motor-generator 5. (Drive current when the motor generator 5 is operating as an electric motor) Im is shown as a parameter, and is provided for each battery voltage Eb. The output torque Tm has a relationship that is substantially inversely proportional to the rotation speed Ne and also substantially proportional to the input current Im.
Further, if the rotation speed Ne and the input current Im are the same, the output torque Tm is in a relationship substantially proportional to the battery voltage Eb.

4 to 6 show the images of the respective data maps, and the actual data maps are the numerical data of the relationships in these figures. Further, although not shown, in the ROM 7b of the electronic control unit 7, from the internal combustion engine speed Ne detected by the internal combustion engine speed sensor 17 and the accelerator opening Ad detected by the accelerator opening sensor 19, An “internal combustion engine output torque map” for calculating the output torque Te of the internal combustion engine 1 is also stored.

Next, in the vehicle control device of the present embodiment having the above-mentioned structure, the continuously variable transmission 3 and the motor generator 5 will be described.
The control processing executed by the electronic control unit 7 for controlling the control will be described with reference to the flowcharts shown in FIGS. 2 and 3. First, FIG. 2 is a flowchart showing the entire control process. It should be noted that this control process is repeatedly executed at predetermined time intervals when the ignition switch of the vehicle is turned on. In parallel with this control processing, the electronic control unit 7 constantly detects corresponding information based on the signals from the sensors 13 to 21, and the detection result is sequentially updated in a RAM (not shown). It is supposed to be stored.

As shown in FIG. 2, when the electronic control unit 7 starts the execution of the control process, first in step (hereinafter, simply referred to as "S") 110, the vehicle speed V detected by the vehicle speed sensor 21 and the accelerator opening. The accelerator opening Ad detected by the degree sensor 19 is read. Then, in subsequent S120, the time differential value of the vehicle speed V (that is, the difference between the vehicle speed Vn read this time and the vehicle speed Vn-1 read last time in S110).
It is determined whether or not ΔV is equal to or greater than the specified value ΔVa. If the value is equal to or greater than the specified value ΔVa, in subsequent S130, S11
It is determined whether the accelerator opening Ad read at 0 is equal to or larger than the specified value Ada. Then, if the accelerator opening Ad is equal to or greater than the specified value Ada, it is determined that the vehicle is in an accelerating state, and the process proceeds to S140.

At S140, the battery voltage Eb detected by the battery voltage sensor 13 is read, and then at S15.
At 0, based on the read battery voltage Eb, the reference battery current Cbs described above is calculated using the reference battery current map shown in FIG. And then S1
At 60, the battery current Cb detected by the battery current sensor 15 is read, and at S170, S160.
It is determined whether or not the battery current Cb read in step S150 is larger than the reference battery current Cbs calculated in step S150. The battery current Cb is the reference battery current Cb.
If it is not larger than s, it is determined that the charge amount of the battery 11 is insufficient to operate the motor generator 5 as an electric motor, the process proceeds to S180, and the non-torque addition mode process of S180 to S220 is executed.

On the other hand, when it is determined in S120 described above that the time differential value ΔV of the vehicle speed V is not equal to or greater than the specified value ΔVa, or in S130 described above, the accelerator opening Ad
Even when it is determined that is not equal to or greater than the specified value Ada, the vehicle is not in the acceleration state, and therefore the processing in the non-torque addition mode of S180 to S220 is executed.

In this non-torque addition mode process, first in step S180, the accelerator opening Ad read in step S110 is read.
Is 0 (that is, whether or not the accelerator pedal is fully closed), and if the accelerator opening Ad is 0, the vehicle speed V read in S110 is 1 in the subsequent S190.
It is determined whether it is greater than 0 km / h. If the vehicle speed V is higher than 10 km / h, it is determined that the vehicle is in the decelerating state, the process proceeds to S200, the motor generator 5 is operated as a generator, and the generated voltage is set to the normal value E.
Control to a value Eh higher than l. That is, when the vehicle is decelerating, the generated voltage of the motor generator 5 is increased and more electric power is stored in the battery 11.

If it is determined in S180 that the accelerator opening Ad is not 0 (that is, the accelerator pedal is not fully closed), or in S190 that the vehicle speed V is 10 km / h or more. If it is determined that the value is not too large, the process proceeds to S210, the motor generator 5 is operated as a generator, and the generated voltage is set to the normal value El.
Control to (<Eh).

When either one of S200 and S210 is executed, the process proceeds to S220, the value of the correction revolution number ΔNe is set to 0, and then the process proceeds to S230.
The shift control process for the continuously variable transmission 3 in S230 to S250 is executed. As will be described later, the corrected rotation speed ΔNe is corrected by reducing the target rotation speed of the internal combustion engine rotation speed Ne calculated based on the target rotation speed map of FIG. 5 (specifically, the provisional target rotation speed Nepo). It is a correction value for lowering the reduction ratio I of the continuously variable transmission 3 below the normal value.

Process of shift control for the continuously variable transmission 3 (S
230 to S250), first in S230, in S110.
Based on the vehicle speed V and the accelerator opening Ad read in step S1, the provisional target rotation speed Nepo of the internal combustion engine rotation speed Ne is calculated using the target rotation speed map shown in FIG.
At, the true target rotational speed Nep (= Nepo-ΔNe) of the internal combustion engine rotational speed Ne is calculated by subtracting the corrected rotational speed ΔNe from the provisional target rotational speed Nepo calculated in S230. When the processing in the non-torque addition mode of S180 to S220 is executed, the correction rotation speed ΔNe is set to 0 in S220, so the provisional target rotation speed Nepo based on the target rotation speed map of FIG. , The target rotation speed Nep is reached as it is.

Then, in subsequent S250, the actual internal combustion engine speed Ne detected by the internal combustion engine speed sensor 17 is read, and the actual internal combustion engine speed Ne is read.
The speed reduction ratio I of the continuously variable transmission 3 for achieving the target rotation speed Nep calculated at S230 is calculated, and the speed reduction ratio of the continuously variable transmission 3 is controlled to the speed reduction ratio I calculated above. And this S2
After executing the process of 50, the control process is once ended.

On the other hand, when it is determined in S170 that the battery current Cb is larger than the reference battery current Cbs, the charge amount of the battery 11 is sufficient to operate the motor generator 5 as an electric motor. Judge, S2
In step S260, the motor generator 5 is operated as an electric motor. Then, torque in the forward rotation direction is added to the output shaft of the internal combustion engine 1 by the rotational power of the motor generator 5.

Then, in subsequent S300, the corrected rotation number Δ
A correction value calculation process for calculating Ne according to the output torque Tm of the motor generator 5 is executed. That is, as shown in FIG. 3, when the execution of the correction value calculation process is started, first, S
At 310, the battery voltage Eb detected by the battery voltage sensor 13, the input current Im of the motor generator 5 detected by the battery current sensor 15, and the internal combustion engine speed Ne detected by the internal combustion engine speed sensor 17 are read. .

Then, in subsequent S320, the battery voltage Eb read in S310 and the input current I of the motor generator 5
m and the internal combustion engine speed Ne, the output torque Tm of the motor generator 5 is calculated using the motor-generator output torque map shown in FIG. 6, and in S330, the internal combustion engine speed read in S310 is calculated. The output torque Te of the internal combustion engine 1 is calculated using the internal combustion engine output torque map (not shown) based on the number Ne and the accelerator opening Ad read in S110.

Further, in subsequent S340, S110
On the basis of the vehicle speed V and the accelerator opening Ad read in step 3, the temporary target speed Nepo of the internal combustion engine speed Ne is calculated using the target speed map shown in FIG. From the rotational speed Nepo, the output torque Tm of the motor generator 5 calculated in S320, and the output torque Te of the internal combustion engine 1 calculated in S330, a corrected rotational speed ΔNe is calculated based on the following equation 1, and then Then, the correction value calculation process is ended, and the process proceeds to S230 of FIG.

[0043]

## EQU00001 ## .DELTA.Ne = Nepo.times.Tm / (Tm + Te) Equation 1 Therefore, when the motor generator 5 is operated as an electric motor in S260 described above, the process of S240 is performed as shown by the arrow in FIG. The correction engine speed ΔNe (> 0) calculated based on the above equation 1 is subtracted from the provisional target engine speed Nepo based on the target engine speed map to obtain the internal combustion engine speed Ne.
The true target rotation speed Nep of the continuously variable transmission 3 is calculated based on the target rotation speed Nep in the next step S250. Will be corrected to a value smaller than that when it is not operated (when it is operated as a generator).

Here, the reason why the corrected rotation number ΔNe is obtained by the above equation 1 will be described. First, in general, the output of the internal combustion engine 1 (output of the output shaft) is determined by the output torque Te of the internal combustion engine 1 (further, accelerator opening Ad) and the internal combustion engine speed Ne. Then, when the motor generator 5 operates as a generator and no positive rotation torque is applied to the output shaft of the internal combustion engine 1 (hereinafter, referred to as when no torque is applied),
If the motor generator 5 operates as an electric motor and a positive rotation torque is applied to the output shaft of the internal combustion engine 1 (hereinafter referred to as torque addition), if the internal combustion engine rotation speed Ne is the same,
When torque is applied, the output of the output shaft is the motor generator 5.
Since the output torque Tm of the internal combustion engine 1 increases by the output torque Tm of the internal combustion engine 1, the vehicle driver needs to return the accelerator pedal to reduce the output torque Te of the internal combustion engine 1 in order to keep the acceleration state of the vehicle constant. And when the accelerator pedal is released like this,
The pumping loss of the internal combustion engine 1 will increase.

Therefore, in order to solve this problem, the internal combustion engine speed Ne2 at the time of torque addition is made lower than the internal combustion engine speed Ne1 at the time of non-torque addition by a predetermined value Ns so that the torque is not It suffices to make the output of the output shaft the same when and the torque is applied.
Should be satisfied. In Expression 2, Te1 is the output torque of the internal combustion engine 1 when no torque is applied,
Te2 is the output torque of the internal combustion engine 1 when torque is applied. Further, Tm is an output torque of the motor generator 5, and is a positive rotation torque applied to the output shaft of the internal combustion engine 1.

[0046]

[Equation 2] Ne1 × (2π / 60) × Te1 = Ne2 × (2π / 60) × (Te2 + Tm) = (Ne1-Ns) × (2π / 60) × (Te2 + Tm) Equation 2 Here, non-torque addition If the accelerator opening is substantially constant between the time and the time when torque is applied, Te1 =
Te2, and in general, the internal combustion engine 1
Output torque Te is substantially constant (flat torque) regardless of the internal combustion engine speed Ne if the accelerator opening is constant.
Therefore, in the above formula 2, Te1 = T
It is possible to set e2 = Te (Te: actual output torque of the internal combustion engine 1). Therefore, the equation 2 can be transformed into the following equation 3.

[0047]

## EQU00003 ## Ns = Ne1.times.Tm / (Tm + Te) ... Equation 3 Then, the predetermined value Ns represented by Equation 3 is the corrected rotation speed .DELTA.Ne, and the internal combustion engine rotation speed Ne1 at the time of non-torque addition in Expression 3 is obtained. Is the provisional target rotation speed Nepo calculated based on the target rotation speed map of FIG. 5, and therefore the above expression 1 is obtained.

Then, the corrected rotational speed ΔNe is set to a larger value as the output torque Tm of the motor generator 5 is larger according to the above expression 1, and as a result, the reduction ratio I of the continuously variable transmission 3 is set to the above. The larger the output torque Tm is, the more it is reduced. As described above, in the control process executed by the electronic control unit 7, the vehicle is in the acceleration state (S120
And S130: YES), and when the charge amount of the battery 11 is sufficient to operate the motor generator 5 as an electric motor (S170: YES), the motor generator 5 is operated as an electric motor to drive the internal combustion engine 1 to operate. A forward rotation torque is applied to the output shaft (S260).

If the vehicle is not in an accelerating state (S12)
0: NO or S130: NO), or the battery 11
When the amount of charge of is not enough to operate the motor generator 5 as a motor (S170: NO), the motor generator 5 is operated as a generator to charge the battery 11, When the vehicle is in the deceleration state, the generated voltage is controlled to a value higher than the normal value so that more power is stored in the battery 11 (S180-).
S220).

In particular, when the motor generator 5 is operated as an electric motor to apply torque, the continuously variable transmission 3
The target rotational speed of the internal combustion engine rotational speed Ne (provisional target rotational speed Nepo), which is a parameter for determining the speed reduction ratio I of the internal combustion engine 1, is reduced according to the output torque Tm of the motor generator 5, and the output shaft of the internal combustion engine 1 is corrected. The reduction ratio I of the continuously variable transmission 3 is reduced so that the output of No. 1 does not differ from the output when non-torque is applied (S300, S310 to S350, S24).
0).

In the first embodiment, S110-S10
The processing of S210 and S260 corresponds to the torque addition control means, of which the processing of S110 to S130 corresponds to the acceleration determination means, and the processing of S140 to S170 corresponds to the charge amount determination means. And S220-S25
The processing of 0 corresponds to the reduction ratio control means, and the correction value calculation processing (S310 to S350) executed in S300 corresponds to the reduction ratio correction means.

Next, the operation of the first embodiment will be described with reference to the time chart shown in FIG. First, in the stopped state, the accelerator opening Ad is fully closed, the internal combustion engine speed Ne is a predetermined idle speed (about 650 rpm), and the reduction ratio I of the continuously variable transmission 3 is infinite. . Then, the battery current Cb is in a weak charging state by setting the generated voltage to the normal value El.

When the vehicle is in an accelerating state, the accelerator opening Ad is greatly opened, the internal combustion engine speed Ne is also increased, and the reduction ratio I starts to decrease from infinity. Then, the motor generator 5 operates as an electric motor and a positive rotation torque is applied to the output shaft of the internal combustion engine 1, whereby the battery current Cb is discharged.

Here, as shown by the dotted line in FIG. 7, if the reduction ratio I is not corrected to decrease, the internal combustion engine speed N
Since e does not decrease and the vehicle driver tries to suppress the output of the internal combustion engine 1 by returning the accelerator pedal in order to keep the acceleration state of the vehicle constant, the accelerator opening Ad becomes smaller.

On the other hand, in the present embodiment, the reduction ratio I is corrected to be decreased, so the internal combustion engine speed Ne is decreased and the output of the internal combustion engine 1 is decreased. Therefore, since the vehicle driver does not need to reduce the output of the internal combustion engine 1 by operating the accelerator pedal, the accelerator opening Ad remains open.

On the other hand, when the vehicle is in a constant speed state, the accelerator opening Ad, the internal combustion engine speed Ne, and the reduction ratio I are substantially constant, and the battery current Cb is set so that the generated voltage is the normal value El. As a result, the state of charge becomes weak. Then, as shown in the state, the accelerator opening A
When d is fully closed and the vehicle is in the deceleration state, the internal combustion engine speed Ne and the reduction ratio I are controlled to predetermined values, and the vehicle speed V is 1
While the voltage is higher than 0 km / h, the generated voltage is set to a value Eh higher than the normal value El, so that the battery current Cb in the charging direction increases.

As described above, according to the vehicle control apparatus of the first embodiment, when the motor generator 5 is operated as the electric motor and the positive rotation torque is applied to the output shaft of the internal combustion engine 1, the stepless operation is possible. Since the speed reduction ratio I of the transmission 3 is corrected to a small value and the internal combustion engine speed Ne decreases, the output (specifically, the power of the output shaft of the internal combustion engine 1) is added to the positive rotation by the motor generator 5. The increase in torque is suppressed.
Therefore, the vehicle driver does not return the accelerator pedal, and as a result, the increase in pumping loss of the internal combustion engine 1 is suppressed, and the fuel saving effect due to the addition of the positive rotation torque can be sufficiently exerted. become able to.

Further, in the first embodiment, the output torque Tm of the motor generator 5 is detected, and the reduction ratio I of the continuously variable transmission 3 is decreased greatly as the output torque Tm increases. The output does not change when torque is applied and when torque is not applied. Therefore, the motor generator 5
Even if the output torque Tm of the vehicle changes, the vehicle driver can always drive the vehicle with a constant depression amount of the accelerator pedal, and while maintaining a good drive feeling,
The effects described above can be obtained.

Further, in the vehicle control system of the first embodiment,
Only when the vehicle is in the accelerating state and the charge amount of the battery 11 is sufficient, the motor generator 5 is operated as the electric motor to apply the positive rotation torque to the internal combustion engine 1, and in other cases, Since the battery 11 is charged by the rotational power generated by the internal combustion engine 1, the battery 11
It is possible to always keep the state of charge of.

[Second Embodiment] By the way, the vehicle control device according to the first embodiment has an electronically controlled continuously variable transmission 3 as a shifting means. A vehicle control device equipped with an electronically controlled step-variable transmission as a transmission means will be described.

The vehicle control system of the second embodiment is different from the first embodiment in that the continuously variable transmission 3 is replaced by a stepped transmission, and the following three points (1) to (3) are provided. Are mainly different. (1) First, in the ROM 7b of the electronic control unit 7, instead of the target rotation speed map shown in FIG. 5, as shown in FIG. 10, according to the vehicle speed V and the accelerator opening Ad, a stepped transmission is provided. A “gear determination map” for calculating and determining the reduction ratio (that is, gear) is stored. In the stepped transmission of this embodiment, the first reduction gear ratio is the highest and the lowest reduction ratio is four.
It is a 4-speed automatic transmission up to speed (so-called overdrive: OD), and as shown in FIG. 10, the gear determination map has a shift timing from 1st gear to 2nd gear and 2nd gear to 3rd gear. Shift timing and 3rd gear to 4th gear (O
D) The gear shift timing to the gear is defined respectively.

(2) Further, the ROM 7b of the electronic control unit 7
As shown in FIG. 11, the output torque Tm of the motor generator 5 and the corrected accelerator opening ΔAd for correcting the accelerator opening Ad which is a parameter when determining the gear of the stepped transmission. A “corrected accelerator opening map” that represents the relationship is stored. Note that, as shown in FIG. 11, the corrected accelerator opening amount ΔAd is a value of 0 or more, and becomes larger as the output torque Tm of the motor generator 5 is larger.

Incidentally, FIGS. 10 and 11 show an image of each data map, and the actual data map is a numerical data of the relationship between these figures. (3) Then, in the electronic control unit 7, in order to control the stepped transmission and the motor generator 5, the control process shown in FIG. 8 is executed instead of the control process shown in FIG. Three
The correction value calculation process shown in FIG. 9 is executed instead of the correction value calculation process shown in FIG.

Next, the processing executed by the electronic control unit 7 in the second embodiment will be described with reference to the flow charts shown in FIGS. 8 and 9. First, FIG. 8 is a flowchart showing the overall control processing. In addition, in FIG.
Since the processing of S110 to S210 and S260 is exactly the same as the processing of S110 to S210 and S260 in the control processing of the first embodiment shown in FIG. 2, description thereof will be omitted.

As shown in FIG. 8, in the control process of the second embodiment, when either one of S200 and S210 is executed to operate the motor generator 5 as a generator, S4 is executed.
20, the correction accelerator opening degree ΔAd is set to 0, and then the process proceeds to S430, where the shift control process for the stepped transmission in S430 and S440 is executed.

That is, in the shift control process for the stepped transmission, first, in step S430, the gear of the stepped transmission is changed by subtracting the corrected accelerator opening ΔAd from the actual accelerator opening Ad read in step S110. A reference accelerator opening degree Ads for determining is calculated. In addition, when the motor generator 5 is operated as a generator, as described above, S420
Since the corrected accelerator opening degree ΔAd is set to 0 in step 1, the reference accelerator opening degree Ads becomes the actual accelerator opening degree Ad detected by the accelerator opening degree sensor 19.

Then, in the following S440, based on the vehicle speed V read in S110 and the reference accelerator opening Ads calculated in S430, using the gear determination map of FIG.
The gear (reduction ratio) of the stepped transmission is calculated and determined, and the transmission gear of the stepped transmission is controlled to the determined gear. And
After executing the processing of S440, the control processing is once ended.

On the other hand, in the control processing of the second embodiment, S2
When the process of 60 is executed and the motor generator 5 is operated as an electric motor (that is, when the positive rotation torque is added to the output shaft of the internal combustion engine 1), the process proceeds to S500, and the correction accelerator opening degree ΔAd is generated by electric power generation. The correction value calculation process shown in FIG. 9 for calculating according to the output torque Tm of the machine 5 is executed.

Then, as shown in FIG. 9, when the execution of this correction value calculation processing is started, first, S510 and S52.
At 0, the output torque Tm of the motor generator 5 is calculated using the motor generator output torque map of FIG. 6, just like S310 and S320 of the correction value calculation process in the first embodiment shown in FIG. To do.

Then, in subsequent S530, the corrected accelerator opening degree ΔAd is calculated based on the calculated output torque Tm of the motor generator 5 using the corrected accelerator opening degree map shown in FIG. The correction value calculation process is ended, and the process proceeds to S430 in FIG. 9 described above.

Therefore, when the motor generator 5 is operated as an electric motor, by the processing of S430, as shown by the downward arrow in FIG.
The corrected accelerator opening degree ΔAd (> 0) calculated in 530 is reduced to obtain the reference accelerator opening degree Ads, and the next S
At 440, the gear of the stepped transmission is determined based on the reference accelerator opening degree Ads. As a result, the gear shifting timing (that is, the shift up timing) to the gear having the low reduction ratio in the stepped transmission is earlier than that when the non-torque is applied (when the motor generator 5 is operated as a generator). As a result, the average reduction gear ratio of the stepped transmission is corrected to a small value.

That is, in the first embodiment, the target value of the internal combustion engine speed Ne which is the control parameter of the continuously variable transmission 3 is corrected to reduce the reduction ratio, but in the second embodiment, The accelerator opening Ad, which is a control parameter of the stepped transmission, is corrected to reduce the reduction ratio. In the second embodiment, the processing of S420 to S440 corresponds to the reduction ratio control means, and the correction value calculation processing (S510 to S530) executed in S500 corresponds to the reduction ratio correction means.

Next, the operation of this second embodiment will be described with reference to the time chart shown in FIG.
As shown in FIG. 12, when the vehicle is in the stopped state (state), the constant speed state (state), and the deceleration state (state), the same as in the first embodiment.

When the vehicle is in an accelerating state (state) and a positive rotation torque is applied to the output shaft of the internal combustion engine 1 by the motor generator 5, the accelerator opening for determining the gear of the stepped transmission is opened. Since the degree Ad is corrected toward the small opening direction, the gear shift-up timing of the stepped transmission is generally advanced as compared with the case where the correction indicated by the dotted line in FIG. 12 is not performed, and the internal combustion engine speed Ne is increased. The average rotation speed of is low. As a result, the output of the internal combustion engine 1 decreases, and the vehicle driver can keep the acceleration state of the vehicle constant without returning the accelerator pedal.

Therefore, even with the vehicle control device of the second embodiment, as in the first embodiment, the pumping loss of the internal combustion engine 1 due to the vehicle driver returning the accelerator pedal is increased. It is possible to sufficiently suppress the fuel consumption effect by adding the positive rotation torque.

Also in this second embodiment, as shown in FIG.
As shown in, the larger the output torque Tm of the motor generator 5, the larger the corrected accelerator opening ΔAd is set to, and the reduction ratio of the stepped transmission is greatly reduced (the shift-up timing is Because it is faster), motor generator 5
Even if the output torque Tm of the vehicle is changed, the vehicle driver can drive the vehicle with the accelerator pedal depressed substantially constant, while maintaining a good drive feeling.
The effects described above can be obtained.

In the first and second embodiments described above, the reduction ratio of the continuously variable transmission 3 or the stepped transmission is reduced only when the output torque Tm of the motor generator 5 is equal to or greater than a predetermined value. You can For example, the first embodiment will be described. In the correction value calculation process of FIG.
After calculating the output torque Tm of the motor generator 5, it is determined whether the calculated output torque Tm is a predetermined value or more. If it is not the predetermined value or more, the processing of S330 to S350 is not executed. The correction rotation number ΔNe may be set to 0.

With this configuration, it is possible to perform control such that the reduction ratio is reduced only when a positive rotation torque of a predetermined value or more is applied to the output shaft of the internal combustion engine 1. It is advantageous to optimize the control.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a vehicle control device of a first embodiment.

FIG. 2 is a flowchart showing a control process executed by the electronic control unit of the first embodiment.

FIG. 3 is a flowchart showing a correction value calculation process executed in the control process of FIG.

4 is an explanatory diagram of a reference battery current map used in the control process of FIG.

5 is an explanatory diagram of a target rotation speed map used in the control process of FIG.

6 is an explanatory diagram illustrating a motor generator output torque map used in the correction value calculation process of FIG. 3. FIG.

FIG. 7 is a time chart explaining the operation of the vehicle control device of the first embodiment.

FIG. 8 is a flowchart showing a control process executed by the electronic control unit of the second embodiment.

9 is a flowchart showing a correction value calculation process executed in the control process of FIG.

10 is an explanatory diagram of a gear determination map used in the control process of FIG.

11 is an explanatory diagram illustrating a corrected accelerator opening map used in the correction value calculation process of FIG.

FIG. 12 is a time chart for explaining the operation of the vehicle control device of the second embodiment.

[Explanation of symbols]

1 ... Internal combustion engine 3 ... Continuously variable transmission 5 ... Motor generator
7 ... Electronic control unit 7a ... CPU 7b ... ROM 9 ... Power control unit
11 ... Battery 13 ... Battery voltage sensor 15 ... Battery current sensor 17 ... Internal combustion engine speed sensor 19 ... Accelerator opening sensor 21 ... Vehicle speed sensor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 531 B60K 6/04 531 730 730 41/06 41/06 B60L 11/14 B60L 11/14 F02D 29/00 ZHV F02D 29/00 ZHVH 29/02 29/02 D F16H 61/02 F16H 61/02 // F16H 59:16 59:16 (56) Reference JP-A-7-174219 (JP, A) JP-A-4-325736 (JP, A) JP 7-123509 (JP, A) JP 7-107616 (JP, A) JP 9-308007 (JP, A) JP 7-231506 (JP, A) Kaihei 9-37411 (JP, A) JP 10-37776 (JP, A) JP-B 4-36253 (JP, B2) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 6 / 02-6/06 B60K 41/00-41/28 B60L 11/00-11/14 F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (6)

(57) [Claims] 1. A torque adding means for applying a torque in a normal rotation direction to an output shaft of an internal combustion engine mounted on a vehicle, and a torque adding control means for operating the torque adding means according to an operating state of the vehicle. A speed change means for transmitting the rotational power generated on the output shaft of the internal combustion engine to the drive wheels of the vehicle; and a speed reduction ratio control means for controlling the speed reduction ratio of the speed change means according to the operating state of the vehicle. A vehicle control device comprising: a reduction ratio correction means for reducing the reduction ratio of the transmission means controlled by the reduction ratio control means when the torque addition means applies torque in the forward rotation direction to the output shaft. A vehicle control device characterized by being provided. 2. The vehicle control device according to claim 1, wherein the speed reduction ratio correcting unit detects a torque in a forward rotation direction added to the output shaft by the torque adding unit, and detects the detected torque. Accordingly, the vehicle control device is configured such that the speed reduction ratio of the speed change means is reduced as the value increases. 3. The vehicle control device according to claim 1 or 2, wherein the reduction ratio correction means has a torque in the normal rotation direction added to the output shaft by the torque addition means of a predetermined value or more. In this case, the reduction gear ratio is corrected. 4. The vehicle control device according to claim 1, wherein the torque adding means has both functions of an electric motor and a generator, and outputs to the output shaft of the internal combustion engine. A motor generator provided so as to be able to be transferred, the torque addition control means is an acceleration determination means for determining whether or not the vehicle is in an acceleration state, and a charge amount of a battery mounted on the vehicle is a predetermined amount. A charge amount determining means for determining whether or not the above is provided, and when the affirmative determination is made by both the acceleration determining means and the charge amount determining means, the motor generator is powered by the power from the battery. It is operated as an electric motor to apply a torque in the positive rotation direction to the output shaft of the internal combustion engine, and a negative determination is made by at least one of the acceleration determination means and the charge amount determination means. In this case, the vehicle control device is configured to operate the motor generator as a generator and store the generated power in the battery. 5. The method according to any one of claims 1 to 4.
In the vehicle control device of A sensor for detecting the rotation speed of the internal combustion engine, The reduction ratio control means calculates a target rotation speed of the internal combustion engine.
Of the internal combustion engine detected by the sensor
Is the speed reduction ratio of the transmission means so that the target rotation speed is achieved.
Is configured to control The reduction ratio correction means corrects the target rotation speed by decreasing it.
The change ratio controlled by the reduction ratio control means
To reduce the speed reduction ratio of the speed means, And a vehicle control device. 6. The vehicle control device according to claim 5,
hand, The reduction ratio control means is based on the vehicle speed and the accelerator opening.
Calculate the provisional target speed Nepo of the internal combustion engine,
The correction target rotation speed ΔNe is subtracted from the provisional target rotation speed Nepo.
By calculating the true target speed of the internal combustion engine,
The rotation speed of the internal combustion engine detected by the sensor is
Control the speed reduction ratio of the speed changer so that it becomes the true target speed.
Is configured to control The reduction ratio correction means is configured to set the provisional target rotation speed Nepo.
The output torque Tm of the torque adding means and the internal combustion
From the output torque Te of the engine,
By calculating the positive rotation speed ΔNe, the reduction ratio control means
To reduce the reduction ratio of the transmission means controlled by
When, And a vehicle control device. ΔNe = Nepo × Tm / (Tm + Te) ... Equation 1