JP4325737B2 - Motor controller for hybrid vehicle - Google Patents

Description

  The present invention relates to a motor control device for a hybrid vehicle, and more particularly to control of a motor during forced regeneration of a filter that collects particulates in exhaust gas.

  Conventionally, a hybrid vehicle or a hybrid electric vehicle in which a driving force of a vehicle is obtained by combining an internal combustion engine (engine) and an electric motor (motor) has been developed and put into practical use. In such a hybrid vehicle, a series hybrid vehicle that uses the engine exclusively as a motor power supply source (generator), or mechanically connecting the engine output shaft and the motor output shaft, 2. Description of the Related Art A parallel hybrid vehicle that can drive a drive wheel is known.

Among these, in a parallel hybrid vehicle, the required drive torque is obtained from the load information such as the accelerator depression amount of the driver and the engine speed, and the output distribution between the engine and the motor is set from the remaining battery capacity (charge rate). It has become so.
By the way, it is conceivable to apply a diesel engine as an engine of a parallel hybrid vehicle. In this case, an oxidation catalyst (DOC) and a particulate collection filter (hereinafter simply referred to as a filter) are provided in the exhaust passage of the diesel engine, and particulate matter (PM) contained in the exhaust gas is filtered. A technique is known in which the filter is continuously regenerated by oxidizing (combusting) PM collected and deposited on the filter. In the following, the particulate matter is expressed as PM, which has the same meaning as soot, particulate and soot.

In such a technique, for example, a differential pressure sensor that detects a pressure difference between the inlet and the outlet of the filter is provided, and if the differential pressure detected by the differential pressure sensor exceeds a predetermined value, the filter is clogged. Therefore, the filter is forcedly regenerated.
During forced regeneration, additional fuel injection (post fuel injection) is performed at the later stage of the expansion stroke or at the beginning of the exhaust stroke, and unburned fuel (HC; hydrocarbon) of the additional fuel is oxidized (combusted) with an oxidation catalyst. And the exhaust gas temperature flowing into the filter is raised by the reaction heat at this time. The exhaust gas flowing into the filter is heated to cause the PM in the filter to self-ignite to burn the PM, thereby forcibly regenerating the filter (first prior art).

In Patent Document 1, in a hybrid vehicle having a normal travel mode that travels while switching between engine travel and motor travel and a special travel mode that travels only by the engine, the travel mode is set when the catalyst is not activated. A technique for forcibly switching to a special traveling mode is disclosed. Such control makes it possible to quickly increase the catalyst temperature when the catalyst temperature decreases (second conventional technique).
JP 2001-115869 A

By the way, in a parallel hybrid, when a battery remaining capacity falls, a motor may be driven by an engine and a battery may be charged by operating a motor as a generator.
However, in the first prior art described above, if charging of the battery during stoppage (hereinafter referred to as stop power generation control or simply power generation control) and forced regeneration of the filter overlap, oxygen is consumed for fuel combustion. There is a problem that forced regeneration is not promoted and the forced regeneration time becomes longer, resulting in deterioration of fuel consumption. In other words, when the motor is driven by the engine as a generator, the load on the engine increases, the fuel injection amount increases, the excess air ratio decreases (ie, enriches), and most oxygen is used for combustion. End up. For this reason, the oxygen concentration in the exhaust gas decreases, the amount of oxygen supplied to the filter decreases, and the forced regeneration time becomes longer without promoting the combustion (oxidation) of PM in the filter. Then, the fuel consumption is deteriorated by the amount that the forced regeneration time is prolonged.

Further, in the technique of Patent Document 1 (second conventional technique), when the catalyst is not activated, the traveling mode is forcibly switched to a special traveling mode in which traveling is performed only by the engine. However, this second conventional technique is a technique applied when the vehicle is running, and does not disclose any means for solving the above-mentioned problems that occur while the vehicle is stopped.
The present invention has been developed to meet such demands, and an object of the present invention is to provide a motor control device for a hybrid vehicle that reduces the forced regeneration time of the hybrid vehicle and improves fuel efficiency. .

  For this reason, the motor controller for a hybrid vehicle according to the present invention includes a diesel engine mounted on the vehicle, a motor mounted on the vehicle, a battery connected to the motor so as to be able to supply power, and exhaust gas of the diesel engine. A filter for collecting particulate matter therein, a forced regeneration means for forcibly regenerating the filter, and a battery charging means for charging the battery by converting the output of the diesel engine into electric power based on the state of charge of the battery And when the vehicle is stopped, forced regeneration by the forced regeneration means is being performed, and the charging rate of the battery is higher than a predetermined value, the motor is used to assist the output of the diesel engine. And a playback assist means. (Claim 1)

And an automatic stop means for automatically stopping the operation of the diesel engine when a predetermined stop condition is satisfied, and an automatic stop prohibiting means for prohibiting the operation stop by the automatic stop means when the forced regeneration is being executed. (Claim 2).
The output shaft of the diesel engine is connected to the input shaft of the motor via a clutch (claim 3).

  According to the hybrid vehicle motor control device of the present invention, when the forced regeneration is being executed when the vehicle is stopped and the battery charging rate is higher than the predetermined value, the motor assists the output of the diesel engine. The load can be reduced and the excess air ratio can be increased. As a result, the oxygen concentration in the exhaust gas is increased, the amount of oxygen supplied to the filter during forced regeneration can be increased, and the regeneration time can be shortened. Therefore, the fuel consumption can be improved.

  Further, since the engine automatic stop (idle stop) is prohibited when the forced regeneration is being performed, it is possible to reliably avoid the engine stop during the forced regeneration of the filter.

  Hereinafter, a motor control apparatus for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a power train of a vehicle to which the present invention is applied. As shown in the figure, this vehicle is a parallel hybrid vehicle (HEV) using an engine 1 and an electric motor (or a motor / generator, hereinafter simply referred to as a motor) 2 as a drive source 8. The vehicle is driven by the total output of 2.

  A clutch 3 that can connect and disconnect the driving force between the engine 1 and the motor 2 is provided between the engine 1 and the motor 2. On the output side of the motor 2, a transmission 4 that changes the output rotation speed from the engine 1 and / or the motor 2 is provided. That is, in this vehicle, each device is arranged in series in the order of the engine 1, the clutch 3, the motor 2, and the transmission 4, and the output shaft of the engine 1 is connected to the input shaft of the motor 2 through the clutch 3. Has been. The driving force output from the transmission 4 is transmitted to the drive wheels 7.

Further, a chargeable / dischargeable battery 6 is connected to the motor 2 via an inverter 5, and the operation state of the motor 2 is controlled by controlling the operation of the inverter 5.
With such a configuration, by driving the motor 2 with the clutch 3 connected, it is possible to travel while assisting the driving force of the engine 1 with the driving force of the motor 2. Further, by causing the motor 2 to function as a generator by the inverter 5, the battery 6 is charged by generating power with the driving force of the engine 2, or the electric power is regenerated by applying a regenerative brake equivalent to the engine brake. Can do. In addition, it is also possible to drive the driving wheel 7 only by the driving force of the motor 2 by the motor 2 being powered by receiving power supply from the battery 6 with the clutch 3 disconnected.

  By the way, in this embodiment, an automatic transmission is applied as the transmission 4. This automatic transmission 4 is a stepped automatic transmission that switches the current shift stage so as to be the target shift stage set in the shift map. The automatic transmission is configured to switch a gear position by operating a plurality of actuators (not shown) based on a manual transmission.

Therefore, the transmission 4 is provided with a gear shift unit (GSU) 9 having a plurality of actuators (not shown) (see FIG. 2). In addition to such a transmission, a manual transmission may be used as the transmission, or an automatic transmission combining a torque converter and a planetary gear mechanism may be used.
The clutch 3 is an automatic clutch that automatically engages and disengages the clutch when the gear position is changed. The clutch actuator (not shown) operates in cooperation with the GSU 9 so that the clutch 3 is engaged and disengaged. It has become so. When an automatic transmission having a torque converter is applied to the transmission 2, the clutch 3 can be omitted.

In the present embodiment, the engine 1 is configured as a diesel engine, and the output torque of the engine 1 is controlled by controlling the drive time (that is, the fuel injection amount) of the injector 10 (see FIG. 2). It is like that.
Next, the main part of the present invention will be described with reference to FIG. 2. In the exhaust passage 31 of the diesel engine 1 described above, an oxidation catalyst 32 that oxidizes components in the exhaust gas in order from the upstream side and PM (carbon in the exhaust gas). And a filter 33 for collecting (particulate matter mainly composed of C).

Here, during normal travel, the oxidation catalyst 32 oxidizes NO in the exhaust gas to NO ₂ and supplies this NO ₂ to the filter 33 as an oxidant. In the filter 33, the NO ₂ and PM react with each other to burn the PM, and the filter 33 can be continuously regenerated.
Further, at the time of forced regeneration, there is a function of oxidizing unburned fuel (HC) in the exhaust gas (combustion) and supplying the exhaust gas heated to high temperature by the reaction heat at this time to the filter 33. Then, by raising the temperature of the exhaust gas flowing into the filter 33, the PM in the filter 33 is self-ignited to burn the PM, and the filter 33 is forcibly regenerated.

  Here, although not shown in detail, the filter 33 is formed of a porous material as a whole, and includes a first passage opened on the upstream side and closed on the downstream side, and a second passage closed on the upstream side and opened on the downstream side. Are alternately arranged adjacent to each other. As a result, the exhaust gas supplied to the filter 33 flows from the first passage into the second passage through the porous wall, and at this time, PM in the exhaust gas is collected in the wall. Yes. A differential pressure sensor 34 that detects a pressure difference between the upstream side (inlet) and the downstream side (outlet) of the filter 33 is provided on the exhaust passage 31.

  On the other hand, as shown in FIG. 2, the vehicle is provided with a system management means (system management unit) 11 for comprehensively managing and controlling the hybrid system, and the differential pressure sensor 34 is provided with the system management means 11. Is connected to the forced regeneration means 35 provided in FIG. Here, the forced regeneration means 35 accumulates a predetermined amount of PM on the filter 33 when the differential pressure between the upstream side and the downstream side of the filter 33 exceeds a predetermined value based on the information from the differential pressure sensor 34. It is determined that the filter 33 is clogged, and forced regeneration of the filter 33 is executed.

  When forced regeneration is started by the forced regeneration means 35, a forced regeneration command is output from the ECU 12, which will be described later, to the injector 10, and additional fuel injection (post-injection) is executed after main fuel injection. . This post-injection is, for example, injected in the exhaust stroke. By injecting fuel at such timing, the fuel reaches the oxidation catalyst 32 without burning in the cylinder, the exhaust passage, or the like, and the catalyst 32 is injected. Oxidation (combustion) takes place at. As a result, the filter 33 on the downstream side of the catalyst 32 is heated, the temperature of the filter 33 is increased to a temperature at which PM can be oxidized (600 ° C.), and PM incineration (filter regeneration) is performed. ing. Further, such a post fuel injection amount is set according to the engine speed Ne, the load (here, the main injection amount qmain), the outlet temperature of the catalyst 32, and the like.

  On the other hand, the system management means 11 includes an engine control unit (ECU) 12 that controls the engine output and a motor control unit (MCU) 13 that controls the motor output by controlling the operating state of the inverter 5. Although not shown, a transmission controller that sets the target gear position of the transmission 4 and controls the operation of the GSU 9 and a clutch controller that controls the connection / disconnection state of the clutch 3 in cooperation with the transmission controller are also provided. ing.

  Further, in the system management means 11, the required torque calculation means 14 for calculating the required torque for the drive source 8 based on the running state of the vehicle and the driving operation state of the driver, and the required torque calculation means 14 are used. Of the required torque of the drive source 8, output distribution determining means 15 is provided for setting the output torque (engine output distribution) handled by the engine 1 and the output torque (motor output distribution) handled by the motor 2.

In addition to the differential pressure sensor 34, the system management means 11 includes an engine speed sensor 21 for detecting the engine speed Ne of the engine 1 and an accelerator for detecting the accelerator depression amount (accelerator opening) θ _ACC of the driver. An opening sensor 23 and a remaining capacity sensor 24 for detecting the remaining capacity (charge rate) SOC of the battery 6 are connected.
Here, as shown in the figure, the engine speed Ne and the accelerator opening θ _ACC detected by the engine speed sensor 21 and the accelerator opening sensor 23 are input to the required torque calculation means 14. Therefore, the required torque calculation means 14 provides these pieces of information (
Ne, θ _ACC ), the required torque T requested by the driver to the drive source 8 composed of the engine 1 and the motor 2 is calculated.

  The output distribution determining means 15 is connected to a remaining capacity sensor 24 that calculates the remaining capacity SOC of the battery 6 based on the battery voltage and the battery current. Further, the output distribution determining means 15 uses the remaining battery capacity SOC obtained by the remaining capacity sensor 24 and the requested total torque T set by the requested torque calculating means 14 as parameters, and the output distribution between the engine 1 and the motor 2. An output distribution setting map (not shown) is set, and output distribution (torque distribution or ratio) of the engine 1 and the motor 2 is set from this map. In this output distribution setting map, the characteristic is basically set such that the output distribution of the engine is set higher as the remaining capacity SOC of the battery 6 becomes lower.

When the output distribution is determined in this way, the target torque Te of the engine 1 and the target torque Tm of the motor 2 are calculated based on the required torque T of the drive source 8 calculated by the required torque calculation means 14 and the above output distribution. Are set respectively.
In addition, when the engine target torque Te and the motor target torque Tm are set as described above, the engine target torque Te is input to the ECU 12, and the ECU 12 outputs the engine target torque Te. The injector drive time for this is set (or calculated). Thereby, the injector 10 is driven with the injector driving time set by the ECU 12, and the engine 1 is controlled so that the engine output torque becomes the target torque Te.

When the motor target torque Tm is set, the motor target torque Tm is input to the MCU 13 and the operation of the inverter 5 is controlled so as to be the target torque Tm. As a result, the motor 2 is controlled so that the motor output torque becomes the target torque Tm.
The case where the motor 2 functions as a drive source has been described so far, but the motor 2 functions as a generator when the remaining capacity SOC of the battery 6 decreases to a first predetermined value (for example, 33%) or less. The battery 6 is charged.

That is, as shown in FIG. 2, the information obtained by the remaining capacity sensor 24 is input to the battery charging means 41 including the ECU 12, the MCU 13 and the inverter 5 in addition to the output distribution determining means 15. In the battery charging means 41, when all of the following conditions are satisfied, the engine 1 drives the motor 2 to charge the battery 6 (hereinafter referred to as power generation control).
The remaining capacity SOC detected by the remaining capacity sensor 24 is equal to or less than the first predetermined value.
-The vehicle is stopped (vehicle speed = 0).

  A case where all of these conditions are satisfied is hereinafter referred to as a charging start condition being satisfied. When the charging start condition is satisfied, the transmission 4 is held neutral by the transmission controller and the clutch controller (both not shown), and the clutch 3 is held in the connected state. The ECU 12 controls the operation state of the engine 1 to an operation state suitable for power generation, and the inverter 5 is controlled by the MCU 13 so that the motor 2 functions as a generator.

Thus, when the engine 1 is operated, the driving force of the engine 1 is transmitted to the motor (generator) 2 via the clutch 3, and the electric power generated at this time is charged in the battery 6. At this time, since the transmission 4 is neutral, no driving force is transmitted to the vehicle.
Further, when any of the following conditions is satisfied, the above-described power generation control is terminated or stopped.
The remaining capacity SOC of the battery 6 is equal to or greater than a second predetermined value (for example, 35%).
The transmission 4 has been shifted to the travel stage.
・ Vehicle speed was detected.

  A case where any one of the above conditions is satisfied is hereinafter referred to as a charging end condition being satisfied. In addition, among the above-described conditions, when the remaining capacity SOC of the battery 6 reaches the second predetermined value, it is determined that the remaining capacity of the battery 6 has sufficiently recovered by the power generation by the engine 2 and the power generation control is terminated. However, when the transmission 4 is shifted to the travel stage and when the vehicle speed is detected, the precondition of the power generation control (that is, when the vehicle is stopped) is not established, and the power generation control is stopped.

By the way, the system management means 11 of this apparatus is provided with a charge prohibiting means for prohibiting the battery charging means 41 from charging the battery 6. Specifically, even when the charging start condition is satisfied, power generation control is prohibited when it is determined that the above-described filter 33 is being forcibly regenerated.
This is mainly due to the following reasons. That is, when the motor 1 is driven as a generator by the engine 1 while the vehicle is stopped, the engine 1 has a load that is increased by driving the motor (generator) 2, so that the fuel injection amount increases accordingly. When the fuel injection amount increases, the air-fuel ratio decreases (that is, the excess air ratio decreases, that is, becomes rich), so that the oxygen concentration in the exhaust gas also decreases, and the amount of oxygen supplied to the filter 33 decreases. .

  Here, the regeneration time during forced regeneration of the filter varies depending on the amount of oxygen supplied to the filter 33. That is, if the oxygen supply amount is not sufficient, the combustion (oxidation) of PM in the filter 33 is not promoted and the forced regeneration time becomes long. If the oxygen supply amount is sufficient, the PM combustion is performed quickly and the forced regeneration time is increased. Becomes shorter. Further, at the time of forced regeneration, post-injection is performed after the main injection as described above, so that the fuel consumption is larger than in the normal operating state. For this reason, the longer the forced regeneration time, the worse the fuel consumption.

Therefore, when the power generation control and the forced regeneration of the filter 33 are performed simultaneously, the amount of oxygen supplied to the filter 33 is reduced, resulting in an increase in the forced regeneration time. The time will increase and the fuel consumption will deteriorate.
Therefore, in the present apparatus, when the filter 33 is being forcibly regenerated, the power generation control is prohibited even if the charging start condition is satisfied. In the present embodiment, the charging prohibiting means is also used by the battery charging means 41.

  In this way, by prohibiting power generation control during forced regeneration of the filter 33, the load on the engine 1 can be reduced, and the fuel injection amount can be reduced by this amount, thereby increasing the oxygen excess rate (lean). Can be made. Thereby, since the oxygen concentration in the exhaust gas can be increased, the amount of oxygen supplied to the filter 33 is increased, and the forced regeneration time of the filter 33 can be shortened. Accordingly, there is an advantage that the time for performing the post injection is reduced and the fuel consumption is improved.

Incidentally, the system management means 11 is also provided with forced regeneration assist means for driving the motor 2 and assisting the output of the engine 1 when all of the following conditions are satisfied. In the present embodiment, the battery charging means 41 also functions as the assisting means for forced regeneration.
The vehicle is stopped, the forced regeneration is being executed, the remaining capacity SOC of the battery 6 is equal to or greater than a third predetermined value (for example, 65%), and the forced regeneration assist condition is satisfied when all of these conditions are satisfied. When such a forced regeneration assist condition is satisfied, the motor 2 is driven to assist the operation of the engine 1, whereby the load on the engine 1 is further reduced and the fuel injection amount is further reduced. It is possible to further shorten the forced regeneration time of the filter 33 by increasing the excess air ratio.

The third predetermined value is preferably SOC in which the battery 6 is almost fully charged. With such an SOC, even if the motor 2 is driven to assist the engine 1, there is no significant decrease in the SOC.
By the way, the hybrid vehicle of the present embodiment automatically stops the operation of the engine 1 when a predetermined engine stop condition is satisfied, and restarts the engine 1 when a predetermined engine restart condition different from the predetermined engine stop condition is satisfied. It has a so-called idle stop start (ISS) function for starting. A vehicle having such an ISS function is also referred to as an ISS vehicle.

  Therefore, as shown in FIG. 2, the system management unit 11 includes an ISS function unit 50 having an automatic stop unit 51 that automatically stops the operation of the engine 1 and a restart unit 52 that restarts the operation of the engine 1. Is provided. Although not shown, these automatic stop means 51 and restart means 52 include a vehicle speed sensor (not shown), a gear position sensor for detecting a gear position, etc. in addition to the engine speed sensor 21 and the remaining capacity sensor 24. When the engine stop condition is established based on information from these sensors, the automatic stop means 51 sends an engine stop signal to the ECU 12 to stop the drive of the injector 10 so that the engine 1 is automatically To stop.

Further, when the engine restart condition is established based on information from each sensor, the restart means 52 sends a restart signal to the ECU 12 to operate a starter motor (not shown) to restart the engine 1. Yes. In addition, you may make the motor 2 share the function of a starter motor.
Since the ISS function itself has been widely known in the past, description of the engine stop condition and the engine restart condition will be omitted.

  Further, the present apparatus is provided with automatic stop prohibiting means 53 that prohibits the automatic stop means 51 from stopping the operation of the engine 1 even if the engine stop condition is satisfied. Here, when it is determined that the forced regeneration of the filter 33 is being executed based on the information from the forced regeneration means 35, the automatic stop prohibiting means 53 is when the stop condition of the engine 1 is satisfied. Even so, the operation of the engine 1 by the automatic stop means 51 is prohibited and the operation of the engine 1 is continued.

  As described above, when the filter 33 is forcibly regenerated, post fuel injection is performed after the main injection, and the unburned fuel of the post fuel injection is oxidized (combusted) by the oxidation catalyst 32. This is because the PM in the filter 33 is burned to regenerate the filter 33, and when the filter 33 is forcibly regenerated, it is essential that the engine 1 is in an operating state.

Therefore, at the time of forced regeneration of the filter 33, even if it is determined by the automatic stop means 51 that the stop condition of the engine 1 is satisfied, the automatic stop prohibiting means 53 prohibits the engine 1 from being stopped. .
Since the hybrid vehicle motor control apparatus according to the embodiment of the present invention is configured as described above, its operation will be described below with reference to the flowchart of FIG.

  In this flowchart, when the stop of the vehicle is detected, the stop of the vehicle is started as a trigger. When the vehicle stops, it is first determined whether or not the state of the filter 33 is being forcibly regenerated (step S11). If it is determined that the forced regeneration is not being performed, the remaining capacity SOC of the battery is detected, and it is determined whether the SOC is equal to or less than a first predetermined value (for example, 33%) (step S12).

And if SOC is below a 1st predetermined value, electric power generation control will be performed (step S13). That is, in this case, charging of the battery 6 is prioritized over improvement of fuel consumption, so that the motor 2 is driven by the engine 1 and the driving force of the engine 1 is converted into electric power by operating the motor 2 as a generator. The electric power is converted and stored in the battery 6.
On the other hand, if the SOC is greater than the first predetermined value, normal idle operation is performed (step S14). If a predetermined engine stop condition is satisfied at this time, the engine 1 is automatically stopped by the ISS function.

  If it is determined in step S11 that forced regeneration is being performed, it is next determined whether or not the SOC is greater than or equal to a third predetermined value (for example, 65%) (step S15). If the SOC is less than the third predetermined value, power generation control is prohibited and charging of the battery 6 is prohibited (step S16). Then, the engine 1 is operated in an operation state suitable for forced regeneration such as post injection (step S17).

Therefore, in this case, by prohibiting power generation control during forced regeneration of the filter 33, the load on the engine 1 can be reduced and the fuel injection amount can be reduced. Thereby, the oxygen excess rate can be increased, the oxygen concentration in the exhaust gas can be increased, the amount of oxygen supplied to the filter 33 can be increased, and the regeneration time of the filter 33 can be shortened.
If the SOC is equal to or greater than the third predetermined value, the motor 2 is driven to assist the operation of the engine 1 (step S18). That is, in this case, the vehicle is stopped, the filter 33 is being forcedly regenerated, and a forced regeneration assist condition in which the SOC is equal to or greater than the third predetermined value is satisfied. In this case, the motor 2 is driven to drive the engine 1 By assisting the operation, the driving load of the engine 1 can be further reduced and the fuel injection amount can be reduced. As a result, the excess air ratio further increases, and the forced regeneration time of the filter 33 is greatly shortened.

As described above in detail, according to the motor control device for a hybrid vehicle according to the present embodiment, when the vehicle is stopped and forced regeneration is being executed and the SOC is less than the third predetermined value, the power generation control is performed. Since it is prohibited, the load on the engine 1 can be reduced and the excess air ratio can be increased, and there is an advantage that the forced regeneration time of the filter 33 is shortened and fuel efficiency is improved.
If the SOC is equal to or greater than the third predetermined value, driving the motor 2 and assisting the operation of the engine 1 can further reduce the load on the engine 1 and further increase the excess air ratio. Therefore, there is an advantage that the forced regeneration time of the filter 33 can be further shortened and the fuel consumption is further improved.
Further, during the forced regeneration of the filter 33, the automatic stop prohibiting means 53 prohibits the operation stop of the engine 1, so that it is possible to reliably avoid a situation in which the engine 1 is stopped during the forced regeneration of the filter 33. There are advantages.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, as shown in FIG. 4, the present invention may be applied to a hybrid vehicle in which an engine 1 and a motor 2 are provided adjacent to each other and a clutch 3 is interposed between the motor 1 and the transmission 4. .

1 is a schematic diagram showing a power train of a vehicle to which a hybrid vehicle motor control device according to an embodiment of the present invention is applied. It is a block diagram which paid its attention to the principal function of the motor control apparatus of the hybrid vehicle which concerns on one Embodiment of this invention. It is a flowchart for demonstrating the effect | action of the motor control apparatus of the hybrid vehicle which concerns on one Embodiment of this invention. It is a figure shown about the modification of the motor control apparatus of the hybrid vehicle which concerns on one Embodiment of this invention.

Explanation of symbols

1 Engine 2 Electric motor (motor)
3 Clutch 4 Transmission 5 Inverter 6 Battery 7 Drive Wheel 8 Drive Source 9 Gear Shift Unit (GSU)
10 injector 11 system management means 12 engine control unit (ECU)
13 Motor control unit (MCU)
DESCRIPTION OF SYMBOLS 14 Required torque calculation means 15 Output distribution determination means 21 Engine speed sensor 22 Input shaft speed sensor 23 Accelerator opening sensor 24 Residual capacity sensor 31 Exhaust passage 32 Oxidation catalyst 33 Filter 34 Differential pressure sensor 35 Forced regeneration means 41 Battery charging means / Charging prohibition means / Forced regeneration assist means 51 Automatic stop means 53 Automatic stop prohibition means

Claims (3)

A diesel engine installed in the vehicle,
A motor mounted on the vehicle;
A battery connected to the motor so as to be able to supply power;
A filter for collecting particulate matter in the exhaust gas of the diesel engine;
Forced regeneration means for forcibly regenerating the filter;
Battery charging means for charging the battery by converting the output of the diesel engine into electric power based on the state of charge of the battery;
When the vehicle is stopped, forced regeneration by the forced regeneration means is being performed, and when the charging rate of the battery is higher than a predetermined value, the motor assists the output of the diesel engine by the motor. A motor control device for a hybrid vehicle, comprising: an assist unit. Automatic stop means for automatically stopping operation of the diesel engine when a predetermined engine stop condition is satisfied;
2. The motor control device for a hybrid vehicle according to claim 1, further comprising automatic stop prohibiting means for prohibiting operation stop by the automatic stop means when the forced regeneration is being executed. The motor control apparatus for a hybrid vehicle according to claim 1 or 2, wherein an output shaft of the diesel engine is connected to an input shaft of the motor via a clutch.

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