JP6544216B2 - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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Publication number
JP6544216B2
JP6544216B2 JP2015227515A JP2015227515A JP6544216B2 JP 6544216 B2 JP6544216 B2 JP 6544216B2 JP 2015227515 A JP2015227515 A JP 2015227515A JP 2015227515 A JP2015227515 A JP 2015227515A JP 6544216 B2 JP6544216 B2 JP 6544216B2
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engine
vehicle
ecu
hybrid vehicle
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JP2017094824A (en
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佳佑 池田
佳佑 池田
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Suzuki Motor Co Ltd
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Suzuki Motor Co Ltd
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Priority to JP2015227515A priority Critical patent/JP6544216B2/en
Priority to CN201610953352.8A priority patent/CN106740827B/en
Priority to DE102016222573.1A priority patent/DE102016222573A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Description

本発明は、ハイブリッド車両の制御装置に関し、特に、ハイブリッド車両の内燃機関を自動で停止および再始動させるハイブリッド車両の制御装置に関する。   The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle that automatically stops and restarts an internal combustion engine of the hybrid vehicle.

アクセルペダルのＯＮ・ＯＦＦ状態に基づいて内燃機関を自動停止および再始動させるアイドリングストップ機能を有するハイブリッド車両が知られている。このハイブリッド車両にあっては、アクセルペダルがＯＦＦの状態で自動停止している間に、運転者がアクセルペダルをＯＮする操作を行ってから車両が発進するまでに、開放されたクラッチを接続することや内燃機関が完爆するまでの処理を行う必要がある。
これにより、アクセルペダルがＯＮしてから車両が発進するまでにタイムラグが発生してしまい、車両の発進時の応答性が低下してしまう。 There is known a hybrid vehicle having an idling stop function of automatically stopping and restarting an internal combustion engine based on the ON / OFF state of an accelerator pedal. In this hybrid vehicle, while the accelerator pedal is automatically stopped while the accelerator pedal is in the OFF state, the released clutch is connected until the vehicle starts moving after the driver performs an operation to turn on the accelerator pedal. And it is necessary to carry out processing until the internal combustion engine is completely detonated.
As a result, a time lag occurs between the time the accelerator pedal is turned on and the time the vehicle starts moving, and the responsiveness of the vehicle at the time of starting decreases.

従来、アクセルペダルがＯＮしてから車両が発進するまでの時間を短縮させるために、アクセルペダルがＯＮしてから内燃機関が再始動されるまでの間にモータの出力トルクによって車両を発進させることにより、車両の発進時の応答性を向上できるものが知られている（例えば、特許文献１参照）。   Conventionally, in order to shorten the time from when the accelerator pedal is turned on to when the vehicle starts moving, the vehicle is started by the output torque of the motor between when the accelerator pedal is turned on and when the internal combustion engine is restarted. It is known that the response at the time of start of the vehicle can be improved by this (see, for example, Patent Document 1).

特願平６−２８５８３３号公報Japanese Patent Application No. 6-285833

しかしながら、モータは、高回転になる程、出力トルクが小さくなるという特性を有する。これにより、特許文献１に記載されるハイブリッド車両は、車両の走行中の高速域において、内燃機関が自動停止された状態でアクセルペダルがＯＮされてから内燃機関が再始動される場合までの間にモータを駆動した場合に、車速に対してモータの出力トルクが不足してしまう。
したがって、内燃機関が自動停止してから再始動するまでに十分な加速感を得ることができないおそれがある。 However, the motor has a characteristic that the output torque decreases as the rotation speed increases. Thus, in the hybrid vehicle described in Patent Document 1, in the high-speed range during traveling of the vehicle, the period from when the accelerator pedal is turned on with the internal combustion engine being automatically stopped to when the internal combustion engine is restarted When the motor is driven at the same time, the output torque of the motor is insufficient for the vehicle speed.
Therefore, there is a possibility that a sufficient feeling of acceleration can not be obtained before the internal combustion engine is automatically stopped and then restarted.

本発明は、上記のような問題点に着目してなされたものであり、内燃機関が自動停止してから再始動されるときの車両の加速性能を向上できるハイブリッド車両の制御装置を提供することを目的とするものである。   The present invention has been made focusing on the above problems, and provides a control device of a hybrid vehicle that can improve the acceleration performance of the vehicle when the internal combustion engine is automatically stopped and then restarted. Purpose.

本発明は、駆動源として内燃機関とモータとを備えたハイブリッド車両に設けられ、前記ハイブリッド車両の走行中に、所定の停止条件が成立すると前記内燃機関を停止し、所定の再始動条件が成立すると前記内燃機関を再始動させる制御装置であって、前記ハイブリッド車両の車速が予め定められた閾値以上である場合には、前記所定の停止条件および前記所定の再始動条件を、ブレーキペダルの作動状態に基づいた条件に変更し、前記ハイブリッド車両の車速が、前記閾値未満である場合には、前記所定の停止条件および前記所定の再始動条件を、アクセルペダルの作動状態に基づいた条件に変更する変更部を有する。 The present invention is provided in a hybrid vehicle including an internal combustion engine and a motor as drive sources, and the internal combustion engine is stopped when a predetermined stop condition is satisfied while the hybrid vehicle is traveling, and the predetermined restart condition is satisfied. Then, the control device is configured to restart the internal combustion engine, and when the vehicle speed of the hybrid vehicle is equal to or more than a predetermined threshold value, the predetermined stop condition and the predetermined restart condition may be activated by operating the brake pedal. When the vehicle speed of the hybrid vehicle is less than the threshold value, the predetermined stop condition and the predetermined restart condition are changed to conditions based on the operating state of the accelerator pedal. Have a change unit.

本発明によれば、内燃機関が自動停止してから再始動されるときの車両の加速性能を向上できる。   According to the present invention, it is possible to improve the acceleration performance of the vehicle when the internal combustion engine is automatically stopped and then restarted.

図１は、本発明の一実施の形態に係る制御装置を備えたハイブリッド車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a hybrid vehicle provided with a control device according to an embodiment of the present invention. 図２は、本発明の一実施の形態に係るハイブリッド車両の制御装置によるアイドリングストップ処理のフローチャートである。FIG. 2 is a flowchart of an idling stop process by the control device for a hybrid vehicle according to one embodiment of the present invention. 図３は、本発明の一実施の形態に係るハイブリッド車両の制御装置によるアイドリングストップ処理のタイムチャートである。FIG. 3 is a time chart of the idling stop process by the control device of the hybrid vehicle according to one embodiment of the present invention.

以下、本発明に係るハイブリッド車両の制御装置の実施の形態について、図面を用いて説明する。
図１〜図３は、本発明の一実施の形態に係るハイブリッド車両の制御装置を示す図である。 Hereinafter, an embodiment of a control device for a hybrid vehicle according to the present invention will be described using the drawings.
1 to 3 are diagrams showing a control device of a hybrid vehicle according to an embodiment of the present invention.

まず、構成を説明する。
図１において、ハイブリッド車両（以下、単に車両という）１は、内燃機関としてのエンジン２と、変速機３と、モータジェネレータ４と、スタータモータ５と、バッテリ６Ａ、６Ｂと、インバータ３１と、ＥＣＵ（Electronic Control Unit）７とを含んで構成される。本実施の形態のエンジン２およびモータジェネレータ４は、本発明の駆動源を構成し、モータジェネレータ４は、本発明のモータを構成する。 First, the configuration will be described.
In FIG. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, a starter motor 5, batteries 6A and 6B, an inverter 31, and an ECU. And (Electronic Control Unit) 7. The engine 2 and the motor generator 4 of the present embodiment constitute a drive source of the present invention, and the motor generator 4 constitutes a motor of the present invention.

エンジン２には、複数の気筒が形成されている。本実施の形態のエンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行うように構成されている。   The engine 2 is formed with a plurality of cylinders. The engine 2 of the present embodiment is configured to perform a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke for each cylinder.

変速機３は、エンジン２の動力を変速し、変速したエンジン２の動力をディファレンシャル装置９からドライブシャフト１０を介して駆動輪１１に伝達する。なお、ドライブシャフト１０および駆動輪１１は、車両１の左右に一対設けられているが、図１では一方のみを図示している。   The transmission 3 shifts the power of the engine 2, and transmits the power of the shifted engine 2 from the differential device 9 to the drive wheels 11 via the drive shaft 10. The drive shaft 10 and the drive wheel 11 are provided in pairs on the left and right of the vehicle 1, but only one is shown in FIG.

変速機３としては、ＭＴ(Manual Transmission)、ＡＴ(Automatic Transmission)、ＣＶＴ（Continuously Variable Transmission）、ＡＭＴ(Automated Manual Transmission)を用いてもよく、特に限定されるものではない。   The transmission 3 may be a manual transmission (MT), an automatic transmission (AT), a continuously variable transmission (CVT), or an automated manual transmission (AMT), and is not particularly limited.

モータジェネレータ４は、バッテリ６Ａから供給された電力によって駆動されることにより、ディファレンシャル装置９を回転させる電動機として機能する。モータジェネレータ４は、その出力軸がベルト８を介してディファレンシャル装置９と連動する。   The motor generator 4 functions as a motor that rotates the differential device 9 by being driven by the power supplied from the battery 6A. The motor generator 4 has its output shaft interlocked with the differential device 9 through the belt 8.

電動機として機能するモータジェネレータ４は、車両１の高負荷運転時等にエンジン２をアシストする。また、モータジェネレータ４は、エンジン２が停止中に単独でディファレンシャル装置９を回転させることにより、車両１を走行させるモータ走行モードを実施する。   The motor generator 4 functioning as an electric motor assists the engine 2 during high load operation of the vehicle 1 or the like. Further, motor generator 4 carries out a motor travel mode for causing vehicle 1 to travel by independently rotating differential device 9 while engine 2 is stopped.

モータジェネレータ４は、ディファレンシャル装置９によって駆動されることにより、バッテリ６Ａに充電する電力を生成する発電機として機能する。これにより、モータジェネレータ４は、車両１の制動力を回生する。   Motor generator 4 is driven by differential device 9 to function as a generator that generates power for charging battery 6A. Thereby, the motor generator 4 regenerates the braking force of the vehicle 1.

インバータ３１は、モータジェネレータ４を力行させるときには、バッテリ６Ａが放電した直流電力を交流電力に変換させてモータジェネレータ４に供給し、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力を直流電力に変換させてバッテリ６Ａに充電する。   When driving motor generator 4, inverter 31 converts DC power discharged from battery 6A into AC power and supplies the AC power to motor generator 4, and when motor generator 4 is regenerated, AC power generated by motor generator 4 is used. It is converted to DC power and charged to the battery 6A.

スタータモータ５は、イグニッションスイッチ（以下、「ＩＧ」と記す）１２によるエンジン２を始動させるためのエンジン始動操作に応じて、バッテリ６Ｂから供給された電力によって駆動される。   The starter motor 5 is driven by the power supplied from the battery 6B in response to an engine start operation for starting the engine 2 by an ignition switch (hereinafter referred to as "IG") 12.

スタータモータ５は、エンジン２の始動操作（ＩＧ１２のＯＮ操作）に応じて、エンジン２の出力軸を回転させることにより、エンジン２を始動させるとともに、後述するアイドリングストップ機能により自動停止されたエンジン２を再始動させる。   The starter motor 5 starts the engine 2 by rotating the output shaft of the engine 2 in response to the start operation of the engine 2 (the ON operation of the IG 12), and the engine 2 automatically stopped by the idling stop function described later. Restart the

バッテリ６Ｂは、充電可能な二次電池から構成されている。バッテリ６Ｂは、例えば、鉛電池からなる。バッテリ６Ｂは、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧バッテリである。
バッテリ６Ａは、バッテリ６Ｂより高電圧を発生するようにセルの個数等が設定された高電圧バッテリであり、例えば、リチウムイオン電池から構成される。
バッテリ６Ａ、６Ｂは、モータジェネレータ４およびスタータモータ５に加えて、エンジン２のインジェクタ１３および図示しない補機類等の電源として機能する。 The battery 6B is composed of a rechargeable secondary battery. The battery 6B is made of, for example, a lead battery. The battery 6B is a low voltage battery in which the number of cells and the like are set to generate an output voltage of about 12V.
The battery 6A is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the battery 6B, and is constituted of, for example, a lithium ion battery.
In addition to motor generator 4 and starter motor 5, batteries 6A, 6B function as a power source for injector 13 of engine 2 and accessories not shown.

ＥＣＵ７は、それぞれ図示しないＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータ等を保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。   The ECU 7 includes a central processing unit (CPU) (not shown), a random access memory (RAM), a read only memory (ROM), a flash memory for storing data for backup, an input port, and an output port. It is comprised by the equipped computer unit.

コンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、このコンピュータユニットをＥＣＵ７として機能させるためのアイドリングストップ制御プログラムを含んだプログラムが格納されている。すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、当該コンピュータユニットは、本実施の形態におけるＥＣＵ７として機能する。   The ROM of the computer unit stores various constants, various maps, and the like, and a program including an idling stop control program for causing the computer unit to function as the ECU 7. That is, when the CPU executes a program stored in the ROM with the RAM as a work area, the computer unit functions as the ECU 7 in the present embodiment.

ＥＣＵ７の入力ポートには、ＩＧ１２に加えて、モータジェネレータ４の駆動電流値を検出する電流センサ１４と、車速を検出する車速センサ１５と、アクセルペダル１６の操作量（以下、単に「アクセル開度」という）を検出するアクセル開度センサ１７と、ブレーキペダル１８の操作量を検出するブレーキストロークセンサ１９とを含む各種スイッチ類および各種センサ類が接続されている。   At the input port of the ECU 7, in addition to the IG 12, the current sensor 14 for detecting the drive current value of the motor generator 4, the vehicle speed sensor 15 for detecting the vehicle speed, and the operation amount of the accelerator pedal 16 (hereinafter simply referred to The various switches and various sensors including the accelerator opening degree sensor 17 which detects “)” and the brake stroke sensor 19 which detects the operation amount of the brake pedal 18 are connected.

ＥＣＵ７の出力ポートには、モータジェネレータ４およびインジェクタ１３を含む各種制御対象類が接続されている。ＥＣＵ７は、各種スイッチ類および各種センサ類から得られる情報に基づいて、各種制御対象類を制御する。   Various control objects including the motor generator 4 and the injector 13 are connected to the output port of the ECU 7. The ECU 7 controls various control objects based on information obtained from various switches and various sensors.

ＥＣＵ７は、予め設定された所定の停止条件が成立した場合にエンジン２を停止させ、予め設定された所定の再始動条件が成立した場合にエンジン２を再始動させるアイドリングストップ機能を有する。   The ECU 7 has an idling stop function of stopping the engine 2 when a predetermined stop condition set in advance is satisfied, and restarting the engine 2 when a predetermined restart condition set in advance is satisfied.

本実施の形態における所定の停止条件は、車両１の中高速域においては、ブレーキストロークセンサ１９によって検出されたブレーキペダル１８の操作量が規定量以上、すなわち、ブレーキによる制動力が発生したこととし、車両１の低速域においては、アクセル開度センサ１７によって検出されたアクセル開度が実質的に０（すなわち、アクセルペダル１６がＯＦＦ）であることとする。   The predetermined stop condition in the present embodiment is that in the middle and high speed region of the vehicle 1, the operation amount of the brake pedal 18 detected by the brake stroke sensor 19 is equal to or more than a prescribed amount, that is, the braking force by the brake is generated. In the low speed range of the vehicle 1, it is assumed that the accelerator opening detected by the accelerator opening sensor 17 is substantially zero (that is, the accelerator pedal 16 is off).

本実施の形態における所定の再始動条件は、車両１の中高速域においては、ブレーキストロークセンサ１９によって検出されたブレーキペダル１８の操作量が実質的に０であることとし、車両１の低速域においては、アクセル開度センサ１７によって検出されたアクセル開度が０よりも大きい、すなわち、アクセルペダル１６がＯＮであることとする。
また、ＥＣＵ７は、車速センサ１５の車速情報に基づき、車速が所定の条件を満たすと、所定の停止条件および所定の再始動条件を変更する。 The predetermined restart condition in the present embodiment assumes that the operation amount of the brake pedal 18 detected by the brake stroke sensor 19 is substantially zero in the middle to high speed range of the vehicle 1 and the low speed range of the vehicle 1 , The accelerator opening detected by the accelerator opening sensor 17 is larger than 0, that is, the accelerator pedal 16 is ON.
Further, when the vehicle speed satisfies the predetermined condition, the ECU 7 changes the predetermined stop condition and the predetermined restart condition based on the vehicle speed information of the vehicle speed sensor 15.

本実施の形態の所定の条件としては、車速センサ１５が検出した車速が予め定められた閾値Ｖｘ以上であることとする。
本実施の形態の閾値Ｖｘは、エンジン２の再始動時にモータジェネレータ４によってディファレンシャル装置９を駆動する際に、車両１の加速性能が低下することを防止できる出力トルクを発生可能な速度の上限値に設定されており、車両１の低速域と中速域との境界の速度に設定されている。 As a predetermined condition of the present embodiment, it is assumed that the vehicle speed detected by the vehicle speed sensor 15 is equal to or greater than a predetermined threshold value Vx.
The threshold value Vx according to the present embodiment is an upper limit value of the speed at which an output torque can be generated which can prevent the acceleration performance of the vehicle 1 from being degraded when the differential device 9 is driven by the motor generator 4 when the engine 2 is restarted. The speed of the boundary between the low speed range and the medium speed range of the vehicle 1 is set.

具体的には、ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、アクセル開度が実質的に０になってもエンジン２の自動停止を行わない。ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、ブレーキペダル１８の操作量が規定量以上となったら、エンジン２の自動停止を行う。すなわち、ＥＣＵ７は、車速が閾値Ｖｘ以上である場合には、ブレーキペダル１８が操作された以外の条件では、エンジン２の自動停止を行わない。   Specifically, when the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 does not automatically stop the engine 2 even if the accelerator opening degree becomes substantially zero. When the vehicle speed is equal to or higher than the threshold Vx, the ECU 7 automatically stops the engine 2 when the operation amount of the brake pedal 18 becomes equal to or larger than the specified amount. That is, when the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 does not automatically stop the engine 2 under conditions other than when the brake pedal 18 is operated.

ＥＣＵ７は、車速が閾値Ｖｘ未満の場合には、アクセル開度が実質的に０になったら、エンジン２の自動停止を行う。
また、ＥＣＵ７は、車速が閾値Ｖｘ未満である場合にエンジン２が自動停止された状態において、アクセル開度が０よりも大きくなったら、エンジン２の再始動を行う。 When the vehicle speed is less than the threshold value Vx, the ECU 7 automatically stops the engine 2 when the accelerator opening degree becomes substantially zero.
Further, the ECU 7 restarts the engine 2 when the accelerator opening degree becomes larger than 0 in a state where the engine 2 is automatically stopped when the vehicle speed is less than the threshold value Vx.

このようにＥＣＵ７は、車速が所定の条件を満たすと、所定の停止条件および所定の再始動条件を変更するアイドリングストップ条件変更部２０を構成する。本実施の形態のＥＣＵ７は、本発明の変更部を構成する。   As described above, the ECU 7 configures the idling stop condition changing unit 20 that changes the predetermined stop condition and the predetermined restart condition when the vehicle speed satisfies the predetermined condition. The ECU 7 of the present embodiment constitutes a changing unit of the present invention.

ＥＣＵ７は、モータジェネレータ４の駆動を制御するモータトルク制御部２１としての機能を有する。例えば、ＥＣＵ７は、車速が閾値Ｖｘ未満でエンジン２が自動停止している状態で所定の再始動条件が成立した場合には、ディファレンシャル装置９を回転させるようにモータジェネレータ４を制御する。
これに加えて、ＥＣＵ７は、インジェクタ１３による燃料の噴射を開始させることにより、エンジン２を再始動させる。 The ECU 7 has a function as a motor torque control unit 21 that controls the drive of the motor generator 4. For example, the ECU 7 controls the motor generator 4 to rotate the differential device 9 when a predetermined restart condition is satisfied in a state where the vehicle speed is less than the threshold Vx and the engine 2 is automatically stopped.
In addition to this, the ECU 7 restarts the engine 2 by starting injection of fuel by the injector 13.

以上のように構成されたＥＣＵ７によるエンジン２のアイドリングストップ制御について図２、図３を参照して説明する。図２に示すフローチャートは、アイドリングストップ制御のフローチャートである。このフローチャートは、ＥＣＵ７のＲＯＭに格納されたアイドリングストップ制御プログラムによって実行される。   The idling stop control of the engine 2 by the ECU 7 configured as described above will be described with reference to FIGS. 2 and 3. The flowchart shown in FIG. 2 is a flowchart of idling stop control. This flowchart is executed by the idling stop control program stored in the ROM of the ECU 7.

まず、ＥＣＵ７は、車速が閾値Ｖｘ以上であるか否かを判別する（ステップＳ１）。ＥＣＵ７は、車速が閾値Ｖｘ以上であるものと判断した場合に、ブレーキストロークセンサ１９の検出情報に基づいてブレーキペダル１８の操作量が規定量以上であるか否かを判別する（ステップＳ２）。   First, the ECU 7 determines whether the vehicle speed is equal to or greater than the threshold value Vx (step S1). When the ECU 7 determines that the vehicle speed is equal to or higher than the threshold value Vx, the ECU 7 determines whether the operation amount of the brake pedal 18 is equal to or larger than a specified amount based on the detection information of the brake stroke sensor 19 (step S2).

ＥＣＵ７は、ブレーキペダル１８の操作量が規定量以上でないものと判断した場合に、今回の処理を終了する。ステップＳ２において、ＥＣＵ７は、ブレーキペダル１８の操作量が規定量以上であるものと判断した場合に、ブレーキペダル１８の踏み込みによる制動が行われたものと判断し、インジェクタ１３から燃料を噴射することを停止してエンジン２を自動停止させる（ステップＳ３）。   When the ECU 7 determines that the operation amount of the brake pedal 18 is not equal to or more than the specified amount, the ECU 7 ends the current process. In step S2, when the ECU 7 determines that the operation amount of the brake pedal 18 is equal to or more than the specified amount, it determines that braking by depression of the brake pedal 18 has been performed, and injects fuel from the injector 13. To stop the engine 2 automatically (step S3).

次いで、ＥＣＵ７は、ブレーキストロークセンサ１９の検出情報に基づいてブレーキペダル１８の操作量が規定量未満であるか否かを判別する（ステップＳ４）。ＥＣＵ７は、ブレーキペダル１８の操作量が規定量未満でないものと判断した場合には、ブレーキペダル１８の踏み込みによる制動が継続されているものと判断してステップＳ３に処理を戻す。   Next, the ECU 7 determines whether the operation amount of the brake pedal 18 is less than a prescribed amount based on the detection information of the brake stroke sensor 19 (step S4). If the ECU 7 determines that the operation amount of the brake pedal 18 is not less than the specified amount, the ECU 7 determines that the braking by the depression of the brake pedal 18 is continued, and returns the process to step S3.

ステップＳ４において、ＥＣＵ７は、ブレーキペダル１８の操作量が規定量未満であるものと判断した場合には、ブレーキペダル１８の踏み込みが解除されたものと判断して、エンジン２を再始動させた後、今回の処理を終了する。エンジン２を再始動させる場合には、インジェクタ１３から燃料の噴射を行う。   In step S4, when the ECU 7 determines that the operation amount of the brake pedal 18 is less than the prescribed amount, after judging that the depression of the brake pedal 18 has been released, the engine 7 is restarted. End this process. When the engine 2 is to be restarted, injection of fuel from the injector 13 is performed.

一方、ステップＳ１において、ＥＣＵ７は、車速が閾値Ｖｘ未満であるものと判断した場合にはアクセル開度センサ１７からの検出情報に基づいてアクセル開度が０（アクセルペダル１６がＯＦＦ）であるか否かを判別する（ステップＳ６）。   On the other hand, if the ECU 7 determines in step S1 that the vehicle speed is less than the threshold value Vx, whether the accelerator opening is 0 (the accelerator pedal 16 is off) based on the detection information from the accelerator opening sensor 17 It is determined whether or not it is (step S6).

ＥＣＵ７は、アクセル開度が０より大きい場合には運転者によってアクセルペダル１６が踏み込まれているものと判断してステップＳ６の処理に戻り、アクセル開度が０である場合には運転者によってアクセルペダル１６が踏み込まれていないものと判断してエンジン２を自動停止する（ステップＳ７）。   When the accelerator opening degree is larger than 0, the ECU 7 determines that the accelerator pedal 16 is depressed by the driver and returns to the process of step S6. When the accelerator opening degree is 0, the ECU 7 accelerates the accelerator operation. It is determined that the pedal 16 is not depressed and the engine 2 is automatically stopped (step S7).

次いで、ＥＣＵ７は、アクセル開度センサ１７からの検出情報に基づいてアクセル開度が０より大（アクセルペダル１６がＯＮ）である否かを判別する（ステップＳ８）。ステップＳ８において、ＥＣＵ７は、アクセル開度が０である場合には運転者によってアクセルペダル１６が踏み込まれていないものと判断してステップＳ８の処理に戻る。   Next, the ECU 7 determines whether the accelerator opening is larger than 0 (the accelerator pedal 16 is ON) based on the detection information from the accelerator opening sensor 17 (step S8). In step S8, when the accelerator opening degree is 0, the ECU 7 determines that the accelerator pedal 16 is not depressed by the driver, and returns to the process of step S8.

ステップＳ８において、ＥＣＵ７は、アクセル開度が０より大きい場合には運転者によってアクセルペダル１６が踏み込まれているものと判断してエンジン２の再始動を行った後（ステップＳ９）、今回の処理を終了する。   In step S8, when the accelerator opening degree is larger than 0, the ECU 7 determines that the accelerator pedal 16 is depressed by the driver and restarts the engine 2 (step S9), and the current processing is performed. Finish.

図３は、アイドリングストップ制御のタイミングチャートを示す。図３において、横軸は、時間Ｔを示し、縦軸は、車速Ｖの大きさ、ブレーキペダルの操作量、アクセルペダルの操作量、エンジン２の運転および停止状態を示す。   FIG. 3 shows a timing chart of the idling stop control. In FIG. 3, the horizontal axis indicates time T, and the vertical axis indicates the magnitude of the vehicle speed V, the operation amount of the brake pedal, the operation amount of the accelerator pedal, and the operation and stop states of the engine 2.

図３において、車速が閾値Ｖｘを超えた車速範囲Ｌ１内にある場合には、アクセルペダル１６がＯＦＦ（アクセル開度が０）になっても、エンジン２の自動停止が行われず、ブレーキペダル１８が踏み込まれた場合にのみエンジン２が自動停止される。   In FIG. 3, when the vehicle speed is within the vehicle speed range L1 where the vehicle speed exceeds the threshold value Vx, the engine 2 is not automatically stopped even if the accelerator pedal 16 is turned off (the accelerator opening is 0). The engine 2 is automatically stopped only when the key is depressed.

また、車速が閾値Ｖｘ未満の車速範囲Ｌ２内にある場合には、アクセルペダル１６がＯＦＦ（アクセル開度が０）になったら、エンジン２の自動停止が行われる。   When the vehicle speed is within the vehicle speed range L2 less than the threshold Vx, the engine 2 is automatically stopped when the accelerator pedal 16 is turned off (the accelerator opening is 0).

以上、本実施の形態の車両１のＥＣＵ７は、車両１の走行中に、所定の停止条件が成立するとエンジン２を自動停止し、所定の再始動条件が成立するとエンジン２を再始動させるように設定されており、車両１の車速が予め定められた閾値Ｖｘ以上であることを条件として、所定の停止条件および所定の再始動条件を変更する。   As described above, the ECU 7 of the vehicle 1 according to the present embodiment automatically stops the engine 2 when the predetermined stop condition is satisfied while the vehicle 1 is traveling, and restarts the engine 2 when the predetermined restart condition is satisfied. The predetermined stop condition and the predetermined restart condition are changed on condition that the vehicle speed of the vehicle 1 is equal to or higher than a predetermined threshold value Vx.

これにより、車両１が低速で走行しているときにエンジン２が再始動されてからエンジン２が完爆するまでの間は、低速回転で高トルクを発生するモータジェネレータ４によってディファレンシャル装置９を駆動し、車両１を加速することができる。   As a result, while the vehicle 1 is traveling at low speed, the differential device 9 is driven by the motor generator 4 that generates high torque at low speed until the engine 2 is restarted after the engine 2 is restarted. And the vehicle 1 can be accelerated.

このため、エンジン２が自動停止されている状態でアクセルペダル１６が踏み込まれてからエンジン２が完爆するまでの間にモータジェネレータ４の出力トルクによって車両１を十分に加速させることができる。   For this reason, the vehicle 1 can be sufficiently accelerated by the output torque of the motor generator 4 from the time the accelerator pedal 16 is depressed while the engine 2 is automatically stopped until the engine 2 is completely detonated.

このため、運転者によってアクセルペダル１６が踏み込まれてからエンジン２が完爆するまでのタイムラグにおいて、エンジン２の出力が低下することを防止することができる。この結果、運転者に十分な加速感を与えることができる。   For this reason, it is possible to prevent the output of the engine 2 from being reduced in the time lag from when the driver depresses the accelerator pedal 16 until the engine 2 completely detonates. As a result, the driver can be given a sufficient sense of acceleration.

一方、車速に対してモータジェネレータ４の出力トルクが不足する車両１の中高速域では、ブレーキペダル１８の操作量が規定量以上にならない限りは、エンジン２の自動停止が行われない。これにより、車両１の中高速域において、運転者に十分な加速感を与えることができる。   On the other hand, in the middle to high speed region of the vehicle 1 where the output torque of the motor generator 4 is insufficient relative to the vehicle speed, the automatic stop of the engine 2 is not performed unless the operation amount of the brake pedal 18 exceeds the prescribed amount. As a result, in the middle and high speed region of the vehicle 1, the driver can be given a sufficient sense of acceleration.

すなわち、本実施の形態のＥＣＵ７は、車両１の低回転域においてエンジン２の燃費が低下することを防止しつつ、エンジン２が再始動されるときの加速性能を低速域から高速域に亙って向上できる。   That is, the ECU 7 according to the present embodiment prevents acceleration of fuel consumption of the engine 2 in the low rotation range of the vehicle 1 and suppresses acceleration performance when the engine 2 is restarted from the low speed range to the high speed range. Can improve.

また、本実施の形態のＥＣＵ７によれば、車両１の車速が閾値Ｖｘ以上であること、および車両１を制動するブレーキペダル１８の作動状態に基づいてエンジン２の所定の停止条件および所定の再始動条件を変更する。   Further, according to the ECU 7 of the present embodiment, the predetermined stop condition of the engine 2 and the predetermined reactivation based on the fact that the vehicle speed of the vehicle 1 is equal to or higher than the threshold Vx and the operation state of the brake pedal 18 braking the vehicle 1 Change the start condition.

これにより、モータジェネレータ４の出力トルクが不足する中高速域において、ブレーキペダル１８の作動状態に応じてエンジン２の自動停止および再始動を実施することができる。このため、ブレーキペダル１８の踏み込み後に運転者によってアクセルペダル１６の踏み込みが行われた場合に、アクセルペダルの踏み込みから実際の加速までのタイムラグよるエンジン２の出力低下を、運転者に感じさせ難くできる。   Thus, in the middle to high speed region where the output torque of motor generator 4 is insufficient, automatic stop and restart of engine 2 can be performed according to the operating state of brake pedal 18. For this reason, when the driver depresses the accelerator pedal 16 after depressing the brake pedal 18, it is possible to make it difficult for the driver to feel a reduction in the output of the engine 2 due to a time lag from depression of the accelerator pedal to actual acceleration. .

なお、本実施の形態のモータジェネレータ４は、ベルト８を介してディファレンシャル装置９に連結されているが、これに限らず、モータジェネレータ４をベルト等の伝達機構を介してエンジン２の出力軸に連結してもよい。   Although motor generator 4 of the present embodiment is connected to differential device 9 via belt 8, the present invention is not limited to this. Motor generator 4 is connected to the output shaft of engine 2 via a transmission mechanism such as a belt. It may be linked.

本発明の実施の形態を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。   While embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

１...ハイブリッド車両、２...エンジン（内燃機関、駆動源）、４...モータジェネレータ（モータ、駆動源）、７...ＥＣＵ（変更部）、１８...ブレーキペダル、Ｖｘ...閾値   DESCRIPTION OF SYMBOLS 1 ... hybrid vehicle, 2 ... engine (internal combustion engine, drive source), 4 ... motor generator (motor, drive source), 7 ... ECU (change part), 18 ... brake pedal, Vx ... threshold

Claims (2)

駆動源として内燃機関とモータとを備えたハイブリッド車両に設けられ、前記ハイブリ
ッド車両の走行中に、所定の停止条件が成立すると前記内燃機関を停止し、所定の再始動
条件が成立すると前記内燃機関を再始動させる制御装置であって、
前記ハイブリッド車両の車速が予め定められた閾値以上である場合には、前記所定の停止条件および前記所定の再始動条件を、ブレーキペダルの作動状態に基づいた条件に変更し、
前記ハイブリッド車両の車速が、前記閾値未満である場合には、前記所定の停止条件および前記所定の再始動条件を、アクセルペダルの作動状態に基づいた条件に変更する変更部を有することを特徴とするハイブリッド車両の制御装置。 The hybrid vehicle includes an internal combustion engine and a motor as a drive source, and the internal combustion engine is stopped when a predetermined stop condition is satisfied while the hybrid vehicle is traveling, and the internal combustion engine is stopped when a predetermined restart condition is satisfied. Controller that restarts the
When the vehicle speed of the hybrid vehicle is equal to or greater than a predetermined threshold value, the predetermined stop condition and the predetermined restart condition are changed to conditions based on the operating state of the brake pedal,
And a change unit configured to change the predetermined stop condition and the predetermined restart condition to conditions based on the operation state of the accelerator pedal when the vehicle speed of the hybrid vehicle is less than the threshold. Control device for hybrid vehicles. 前記変更部は、
前記ハイブリッド車両の車速が前記閾値以上である場合には、前記ブレーキペダルが解放されたことを前記所定の再始動条件とし、
前記ハイブリッド車両の車速が前記閾値未満である場合には、前記アクセルペダルが解放されたことを前記所定の停止条件とすることを特徴とする請求項１に記載のハイブリッド車両の制御装置。 The change unit is
When the vehicle speed of the hybrid vehicle is equal to or higher than the threshold value, the release of the brake pedal is set as the predetermined restart condition.
The control device of a hybrid vehicle according to claim 1 , wherein when the vehicle speed of the hybrid vehicle is less than the threshold, release of the accelerator pedal is set as the predetermined stop condition .
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