JPH0888905A - Hybrid vehicle - Google Patents

Abstract

PURPOSE: To provide a hybrid vehicle which can clean exhaust gas generated from an internal combustion engine. CONSTITUTION: When the torque Te of an internal combustion engine corresponding to a driver's request torque Td is abruptly increased, the torque increase amount is suppressed to ΔTemax of the maximum output increase amount which can maintain an air-fuel ratio control thereby to suppress the increase in detrimental components in the exhaust gas due to the abrupt increase of the torque Te. For example, when the torque of the engine corresponding to the torque Td is Te and the torque at a time tn is Te', the torque at a time (tn+1) is suppressed to Te= Te'+ΔVTemax. The insufficient torque (Te)-Te'-ΔTemax when suppressed to the ΔTemax is added to the torque Tm of an electric motor to Tm=(Tm)+[(Te)-Te'-ΔTemax], thereby absorbing the insufficient torque of the engine by the motor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle equipped with an internal combustion engine for driving and an electric motor, and more specifically, to a exhaust gas generated from the internal combustion engine with a constant change in output torque of the engine. The present invention relates to a hybrid vehicle that can make the vehicle cleaner.

[0002]

2. Description of the Related Art Heretofore, a hybrid vehicle has been proposed in which exhaust gas to be exhausted is further cleaned by assisting an internal combustion engine with an electric motor. In this hybrid vehicle, the vehicle driving states such as the accelerator opening degree and the vehicle speed are detected to control the sharing of usage between the internal combustion engine and the electric motor. For example, JP-A-59-20440
In the hybrid vehicle proposed in 2, the motor mode, the power generation mode, the regeneration mode, and the engine mode are appropriately selected according to the required driving state.
The engine is operated at a rotation speed and output with good efficiency, and at the same time, operation is performed with a reduced amount of exhaust gas driven by a motor.

[0003]

However, in the conventional hybrid vehicle, since each mode is selected in consideration of the engine efficiency, the internal combustion engine is driven except for the motor mode, and the mode is changed to the motor mode. If the required output changes within the range that does not occur, it is necessary to change the output of the internal combustion engine according to the change in the required output. For example, at low speed (low engine speed), deceleration, when the battery is fully charged (when engine output cannot be regenerated), at high speed (high engine speed), the engine output must be limited or stopped. The output was increased or decreased. Also,
When a speed change device is provided between the internal combustion engine and the drive shaft, the engine speed rapidly changes due to the speed change. Such a change in the engine output and a change in the engine speed lead to a change in the air intake amount of the engine, which has been a cause of increasing the concentration of harmful substances in the exhaust gas by delaying the air-fuel ratio control.

The present invention has been made to solve the above problems, and an object thereof is to provide a hybrid vehicle capable of purifying exhaust gas generated from an internal combustion engine.

[0005]

According to a first aspect of the present invention, in a hybrid vehicle including an internal combustion engine for driving a vehicle and an electric motor, accelerator opening detection means for detecting an accelerator opening and battery charging. A battery charge amount detecting means for detecting the amount, and in accordance with the charge amount detected by the battery charge amount detecting means, the output of the internal combustion engine is made to correspond to the accelerator opening detected by the accelerator opening detecting means. , An output of the internal combustion engine by the engine output adjusting means according to an engine output adjusting means for limiting the output of the internal combustion engine within a range of a predetermined rate of change, and a charge amount detected by the battery charge amount detecting means. In order to achieve the above object, the hybrid vehicle is equipped with a motor output adjusting means for compensating the limitation of the above by the output adjustment of the motor. .

[0006]

In the hybrid vehicle according to the first aspect of the present invention, the output of the internal combustion engine is limited within the predetermined change rate range by the engine output adjusting means in accordance with the charge amount of the battery. As the motor compensates for the limited output of this internal combustion engine,
The motor output is adjusted by the motor output adjusting means. This prevents abrupt output fluctuations of the internal combustion engine.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the hybrid vehicle of the present invention will be described in detail below with reference to FIGS.
FIG. 1 shows the configuration of a hybrid vehicle according to this embodiment. As shown in FIG. 1, a hybrid vehicle uses an internal combustion engine 1 and an electric motor 10 that generate driving force for the vehicle, and the generated driving force for tires 33a and 33b.
It is provided with a second speed automatic transmission device 9 and a differential device 11 that are transmitted to the vehicle. Rotation sensors 51 and 52 are arranged at the front stage and the rear stage of the automatic transmission 9. The front stage rotation sensor 51 detects the rotation speed of the internal combustion engine 1, and the rear stage rotation sensor 52 detects the vehicle speed.

The hybrid vehicle has a throttle valve 55 as a combustion system of the internal combustion engine 1 for adjusting the intake amount of combustion air of the internal combustion engine 1, and the throttle valve 55.
A throttle actuator 56 for controlling the opening of the engine, an injector 57 for injecting gasoline to the internal combustion engine 1 by electronic control, an O ₂ sensor 58 for detecting the oxygen concentration contained in the combustion exhaust gas from the internal combustion engine 1, and an engine (E / G) An ECU 59 is provided. Engine EC
The U 59 controls the amount of gasoline injected by the injector 57 based on the opening of the throttle valve 55 and the oxygen concentration of the O ₂ sensor 58.

The hybrid vehicle also includes a battery 61 as a secondary battery that can be discharged and charged, an inverter 62 that supplies electric power corresponding to the output torque Tm from the battery 61 to the electric motor 10, and the vehicle ECU 6.
Equipped with 3. The vehicle ECU 63 is configured to control the entire vehicle, and includes the engine speed from the rotation sensor 51, the vehicle speed from the rotation sensor 52, the voltage from the battery 61, the amount of depression of the accelerator pedal 65, and the depression of the brake pedal 66. By receiving various kinds of information such as the quantity, the driver's required torque Td is determined, and the output torque Te of the internal combustion engine 1 and the output of the electric motor 10 are detected by detecting the output fluctuation and the rotational speed fluctuation of the internal combustion engine 1. Various judgments and determinations such as determining the distribution of the torque Tm are performed. Vehicle ECU 67
Controls the output of the electric motor 10 by adjusting the power supplied to the electric motor 10 according to the determined torque distribution, and adjusts the opening of the throttle valve 55 by the throttle actuator 56. Control the output of 1. Vehicle ECU 67 and engine ECU 5
Reference numeral 9 is a computer system, which is not shown in the drawing.
It has a PU (Central Processing Unit), a ROM (Read Only Memory) and a RAM (Random Access Memory). And RAM as working memory ROM
The CPU makes various judgments and controls various parts in accordance with various programs and data stored in.

Next, the structure of the drive device for the hybrid vehicle will be described. FIG. 2 shows a cross section of a schematic configuration of the drive device. As shown in FIG. 2, in the hybrid vehicle of the present embodiment, an underdrive mechanism (U / U) is provided downstream of the transmission of the internal combustion engine 1 and the electric motor 10.
The two-speed automatic transmission 9 of D) is connected.

In the bonnet part of a hybrid vehicle,
An internal combustion engine 1 such as gasoline or diesel is mounted sideways, a converter housing 2 is fixedly connected to the engine 1, and a transaxle case 3 and a motor case 5 are integrally fixed. . A torque converter 6, an input clutch 7, a second speed automatic transmission 9 and an electric motor 10 are arranged in line with the engine output shaft 1a, and a differential device 11 is further arranged below the torque converter 6, the second speed automatic transmission 9 and the electric motor 10. The case (housing) 2, 3, and 5 that are integrally connected
Is housed inside.

A torque converter 6 which is a fluid transmission device.
Is arranged in the converter housing 2 and has a pump impeller 12, a turbine runner 13, a stator 15 and a lockup clutch 16. The pump impeller 12 is connected to the engine output shaft 1a,
Output sides of the turbine runner 13 and the lockup clutch 16 are connected to an input shaft 17. In addition, the stator 15
Is supported on the one-way clutch 19, and the inner race of the one-way clutch 19 is fixed to the housing 2. A hydraulic pump 20 is arranged between the torque converter 6 and the input clutch 7, and the drive gear portion of the pump 20 is connected to the pump impeller 12. The input clutch 7 is composed of a hydraulic wet multi-plate clutch, the input side of which is connected to the input shaft 17,
Further, its output side is connected to an intermediate shaft 21 extending toward the automatic transmission 9. A sleeve-shaped output shaft 22 is rotatably fitted on the intermediate shaft 21, and a counter drive gear 23 is fixed to one end of the output shaft 22 adjacent to the input clutch 7. .

The two-speed automatic transmission 9 is provided with an underdrive mechanism (U / D) having a single planetary gear unit 25 constituting a transmission gear unit, its ring gear R is connected to the intermediate shaft 21, and its carrier CR is It is connected to the output shaft 22. Further, a direct clutch C2 that constitutes an engaging means is interposed between the carrier CR and the sun gear S, and a low speed brake B that also constitutes an engaging means between the sun gear S and the case 3. Also, the one-way clutch F is interposed.

On the other hand, the electric motor 10 is a brushless DC.
It can be configured by a motor, an induction motor, a DC shunt motor, etc., and is arranged in the motor case 5. The electric motor 10 has a flat stator 26 and a flat rotor 27. The stator 26 is fixed to the inner wall of the motor case 5 and is wound with a coil 28. The rotor 27 is the intermediate shaft. 21 together with the ring gear R of the planetary gear unit 25. Therefore, the electric motor 10 has a large cylindrical hollow portion A extending in the axial direction at the center thereof, and the second speed automatic transmission is provided in the hollow portion A over a part of the axle case 3. The transmission 9 is arranged.

A counter shaft 29 and a differential device 11 are arranged below the transaxle case 3, and a counter driven gear 30 and a pinion 31 which mesh with the drive gear 23 are fixed to the counter shaft 29. There is. The differential device 11 has a ring gear 32 that meshes with the pinion 31, and the torque from the gear 32 is transmitted to the left and right front wheels 33a and 33b according to the load torque.

Next, the operation of the first embodiment will be described. To drive the vehicle at high speed and long distance in the suburbs and highways, the engine drive mode is set by an electronic control unit such as a mode changeover switch. In this state, the input clutch 7 is in the connected state based on the hydraulic control circuit (not shown), and the input shaft 17 and the intermediate shaft 21 are connected. The rotation of the engine output shaft 1a is transmitted to the torque converter 6, transmitted to the input shaft 17 via the oil flow or the lockup clutch 16, and further transmitted to the intermediate shaft 21 via the input clutch 7. It Therefore, in the engine running mode, although the output characteristic of the engine 1 is low torque at low rotation speed, the torque converter 6 automatically and smoothly increases the torque to start, accelerate and Climbing can be performed smoothly and reliably.

The rotation of the intermediate shaft 21 is shifted to the second speed by the automatic transmission 9 based on the throttle opening and the vehicle speed and transmitted to the output shaft 22. That is, in the first speed state, the direct clutch C2 is disengaged and the one-way clutch F is in the locked state. In this state, the rotation of the intermediate shaft 21 is transmitted to the ring gear R, and further, based on the sun gear S in the locked state, the carrier CR is decelerated while rotating the pinion P, and the decelerated rotation (U / D) is Output shaft 22
Is transmitted to During engine braking (coast), the brake B is engaged and the sun gear S is stopped.

In the second speed state, the direct clutch C2 is engaged. In this state, the sun gear S and the carrier CR are integrated by the clutch C2, and the gear unit 25 integrally rotates. Therefore, the rotation of the intermediate shaft 21 is directly transmitted to the output shaft 22. Then, the rotation of the output shaft 22 is transmitted from the counter drive gear 23 to the driven gear 30, and further transmitted to the differential device 11 via the differential drive pinion 32. Further, the differential device 11 transmits differential rotation to the left and right front wheels 33a and 33b, respectively.

The rotation of the engine output shaft 1a is transmitted to the hydraulic pump 20 via the converter case to generate the pump predetermined hydraulic pressure. Further, in the engine running mode, the circuit of the coil 28 is opened, and the electric motor 10 has the rotor 27 integral with the intermediate shaft 21 in idling rotation. The circuit of the coil is connected to the battery, and the electromotive force based on the rotation of the rotor 27 causes
The battery may be charged or may act as a regenerative brake during braking to charge the battery.

Next, an outline of the driving force distribution operation according to this embodiment will be described. In this embodiment, the torque Te of the internal combustion engine 1 and the torque Tm of the electric motor 10 are determined according to the torque Td requested by the driver.
When there is a fluctuation in d, and the harmful component in the exhaust gas increases due to the fluctuation of the output of the internal combustion engine 1 and the fluctuation of the engine speed due to the fluctuation, the torque Te of the internal combustion engine 1 is adjusted, and this adjustment is adjusted by the electric motor 10 The torque is absorbed by the torque Tm. That is, in this embodiment, the remaining battery amount is estimated, the chargeable amount is determined, and the required torque Td required by the driver is calculated. Then, the internal combustion engine 1 is operated with the maximum torque Temax as much as possible, the shortage is driven by the motor 10, and the surplus is charged in the battery 61 by the power generation of the motor 10. Then, when a shift command is issued based on the shift determination, the engine torque increment Teac for keeping the air intake amount of the internal combustion engine 1 constant is calculated from the change in the engine speed with respect to the vehicle speed. This increment Teac is T
When eac = 0 other than 0, it is added to the output torque of the internal combustion engine 1 and subtracted from the output torque of the motor 10.
On the other hand, when the increment Teac is Teac = 0, that is, when the shift is not performed, when the output torque of the internal combustion engine 1 changes so as to exceed the engine maximum increase / decrease torque ΔTemax, the increase / decrease rate of the output torque of the internal combustion engine 1 is changed to ΔTm.
It is limited to ax and the output shortage is added to the output torque of the motor 10.

Next, the adjustment of the torque Te of the internal combustion engine 1 and the torque Tm of the electric motor 10 with respect to the output fluctuation and the engine speed fluctuation of the internal combustion engine 1 will be described in detail. Operation when the output of the internal combustion engine 1 fluctuates FIG. 3 is an output time chart when the engine output fluctuates. Now, as shown in FIG.
At time t, the accelerator is stepped on and the user request torque T
It is assumed that d has rapidly increased. In this case, according to the conventional method, the torque Te to be output by the internal combustion engine 1 and the torque Tm to be output by the electric motor 10 are also increased at a predetermined rate. Therefore, when the user-requested torque Td suddenly increases, the torque Te that the internal combustion engine 1 should generate is also increased accordingly.
Is also controlled to increase rapidly. Therefore, harmful substances in the exhaust gas are also increasing due to the delay of the air-fuel ratio control.

In this embodiment, the torque increase / decrease amount of the torque Te of the internal combustion engine 1 is changed to ΔTemax as indicated by the dotted line in FIG. 3B without increasing the change amount ΔTe corresponding to the change in the required torque Td. By suppressing the increase, the increase of harmful components in the exhaust gas due to the rapid increase / decrease of the torque Te is suppressed. Here, ΔTemax is the maximum output increase amount that can maintain the air-fuel ratio control of the internal combustion engine 1. For example, the internal combustion engine 1 corresponding to the required torque Td
, And the torque of the internal combustion engine 1 at time tn is Te ', the torque Te at time tn + 1 is
To Te = Te ′ + ΔTemax. Then, by suppressing the increase amount to ΔTemax, the torque of the internal combustion engine 1 becomes insufficient by (Te) −Te′−ΔTemax. Therefore, the torque Tm of the electric motor 10 at time t + 1 is Tm = (Tm) + [(Te) −
Te′−ΔTemax], the electric motor 10 absorbs the shortage of the engine torque.

Operation when the number of revolutions of the internal combustion engine 1 fluctuates As the case where the number of revolutions of the internal combustion engine fluctuates, the upshift will be described next. FIG. 4A shows the relationship between the rotational speed of the internal combustion engine 1 and the air intake amount at each throttle opening. As shown in this figure, when the rotation speed of the internal combustion engine 1 sharply decreases due to an upshift, the air intake amount also sharply decreases. Therefore, as in the case where the torque of the internal combustion engine 1 is rapidly increased or decreased, the harmful substances in the exhaust gas are increased due to the delay of the air-fuel ratio control. Therefore, the torque increment Teac of the internal combustion engine 1 required to keep the air intake amount constant is calculated and added to the torque of the internal combustion engine 1. Then, the torque of the electric motor 10 absorbs the increment.

FIG. 4B shows the relationship between the rotation speed and the torque of the internal combustion engine 1. In addition, FIG.
This is a method of determining eac. FIG.
As shown in (C), when the throttle opening is 20%,
It is assumed that the engine speed of the internal combustion engine 1 has decreased from N to N'due to the upshift. Then, in the case of normal control, the air intake amount decreases from P to the point P ', and the torque of the internal combustion engine 1 changes from Q to Q'. On the other hand, in the present embodiment, first, the accelerator opening degree at which the air intake amount P ′ at the reduced rotational speed N ′ is the same as the air intake amount P at the rotational speed N is calculated, and is 40%, for example. It was. That is, by changing the accelerator opening from 20% to 40%,
Even if the rotation speed changes from N to N ', the air intake amount does not change and becomes a constant value P' (= P). The difference between the torque Q ″ at the rotation speed N ′ and the torque Q ′ at the rotation speed N ′ without any control at the accelerator opening degree of 40% which makes the air intake amount constant ( Q ″ −Q ′) is calculated as Teac. By adding this torque Teac to the output torque of the internal combustion engine 1, the rotation speed N due to upshifting or the like is increased.
It is possible to make the air intake amount constant even when the
It is possible to prevent the increase of harmful substances in the exhaust gas due to the delay of the air-fuel ratio control.

FIG. 5 shows an example of a time chart of torque and the like with respect to such engine output fluctuation and engine speed fluctuation. FIG. 5A shows the engine output fluctuation. When the user-requested torque Td suddenly increases, the torque increase amount of the internal combustion engine 1 is changed to ΔTe.
The motor torque T is set to max and absorbs that amount.
By increasing m, the combined output torque is made to match the user-requested torque Td. On the other hand, FIG. 5 (B) shows changes in the engine speed, and when the gear is upshifted, the engine speed decreases for about 0.3 seconds. During this time, the engine throttle opening is increased so that the engine torque increases by Teac. In the example described with reference to FIG. 3, the throttle opening is changed from 20% to 40%. Then, by increasing the torque of the internal combustion engine 1 by the amount of Teac, the motor torque is reduced by the amount of Teac to make the combined torque constant and the air intake amount constant, thereby preventing an increase in harmful substances in the exhaust gas. When the upshift is completed, the torque distribution between the internal combustion engine 1 and the electric motor 10 is gradually returned to the normal value thereafter.

Next, details of the operation of distributing the driving forces of the internal combustion engine 1 and the electric motor 10 by the hybrid vehicle of this embodiment will be described with reference to the subroutines of FIGS. 6 and 7. As shown in FIG. 6, when this subroutine is started, the vehicle ECU first inputs the depression amount of the accelerator pedal 65 (accelerator opening degree), the depression amount of the brake pedal 66, the battery current and the battery voltage of the battery 61 ( Step 11). And vehicle E
The CU calculates the remaining charge (SOC; State Of Charge) of the battery 61 from the input battery voltage (step 12), and corresponds to the remaining charge from the relationship between the remaining battery and the chargeable current shown in FIG. The maximum charge amount to be calculated is calculated (step 13). Further, the vehicle ECU 67 calculates the required torque Td required by the driver from the input amount of depression of both the accelerator pedal 65 and the brake pedal 66 (step 14).

Next, the vehicle ECU 67 determines the RA (not shown).
It is confirmed whether or not the shift flag is set in a predetermined area of M (S15). As will be described later, this shift flag is set at the start of shifting and lowered at the end of shifting. If the shift flag is not set (step 15; N), it means that the shift is not in progress, so the vehicle speed is input from the rotation sensor 52 (step 1
6) From the vehicle speed and the depression amount of the accelerator pedal 65 input in step 11, it is determined whether or not the shift is started with reference to the shift diagram stored in the ROM (not shown) (step 17). When the shift is started (step 18; Y), a shift processing flag is set in a predetermined area of the RAM (step 19) and a shift command is output (step 20).

On the other hand, if the shift flag is set in step 15 (Y), it means that the vehicle is currently shifting, so the vehicle ECU
67 inputs the rotation speed of the internal combustion engine 1 from the rotation sensor 51, inputs the vehicle speed from the rotation sensor 52 (step 21), and determines whether or not the shift is completed (step 2).
2). If the gear change is completed (step 23; Y), the gear change process flag is turned off (step 24) and Teac is set to zero (step 25). If the gear change process is not completed, the engine torque that keeps the engine air intake amount constant The increment Teac is calculated (step 26).

When the processing associated with the shift determination in steps 15 to 26 is output, the vehicle ECU 67 charges the battery 61 by using the electric motor 10 as a generator when the output torque of the internal combustion engine 1 is set to the maximum value Tmax. Determine whether or not you can do it. That is, the value obtained by subtracting the maximum torque Temax of the internal combustion engine 1 from the required torque Td calculated in step 14 is obtained in step 13
It is determined whether or not it is greater than the minimum torque (torque during power generation) Tmmin of the electric motor 10 corresponding to the maximum charging current calculated in step S27, that is, Td-Temax> Tmmin. Here, from the relationship shown in FIG. 9 for the maximum torque Temax of the internal combustion engine 1, the minimum torque Tmmin of the electric motor 10 is shown in FIG.
Determined from the relationship shown in.

If the battery cannot be charged (step 2)
7; N), the electric motor 10 regenerates at the maximum value of the possible range and squeezes the output of the internal combustion engine 1. That is, T '=
T, Te = Td-Tmm, and Tm = Tmmin (step 28). Here, T ′ represents the torque of the internal combustion engine 1 up to the previous time, Te represents the torque of the internal combustion engine 1, and Tm represents the torque of the electric motor 10. On the other hand, if it can be charged (step 27; Y), the internal combustion engine 1 is driven at full output, and the electric motor 10 is adjusted to the required torque Td. That is, T '= T, Te = Temax, Tm
= Td-Temax.

Next, the vehicle ECU 67 determines whether or not Teac = 0, and if it is not 0 (step 30; N), it means that Te = Te + Teac and Tm = Tm because gear change processing is in progress.
-Set to Teac (step 31). That is, in order to suppress the increase of harmful substances in the exhaust gas, the torque increment Teac with which the air intake amount becomes constant is added to the torque of the internal combustion engine 1, and the corresponding torque Teac is subtracted from the torque of the electric motor 10, and the process proceeds to step 37. Transition.

On the other hand, when Teac = 0 (step 30; Y), it is determined whether Te-Te '<0, that is, whether the output of the internal combustion engine 1 increases or decreases (step 32). If the output is decreasing (step 32;
Y), Te−Te ′ <− ΔTemax, that is, it is determined whether the output of the internal combustion engine 1 is sharply reduced (step 33). If it is rapidly decreasing (step 33; Y), Tm = Tm + Te−Te ′ + ΔTemax and Te = Te′−Temax (step 34) to suppress the sudden torque decrease on the internal combustion engine 1 side, and Excessive and insufficient torque can be adjusted by the electric motor 1
Adjust with 0.

If the output is increasing (step 32;
N), Te-Te ′> ΔTemax, that is,
It is determined whether the output of the internal combustion engine 1 is rapidly increasing (step 35). If it is rapidly increasing (step 35; Y), Tm = Tm + Te-Te'-ΔTemax and Te = Te '+ ΔTemax are set (step 36) to suppress the rapid torque increase on the internal combustion engine 1 side, and Electric motor 1
Adjust with 0.

Then, the vehicle ECU 67 calculates the opening degree of the throttle valve 55 and the motor command value of the electric motor 10 from the torque Te of the internal combustion engine 1 determined by the above processes (step 37), and outputs the throttle drive signal. The motor torque command value is output to the inverter 62 as well as output to the throttle actuator 56 (step 38), and the process ends.

In the embodiment described above, a two-speed automatic transmission is used as the transmission, but the present invention is not limited to this. For example, a planetary gear unit may be a plurality of two-stage, three-stage, etc. By combining,
It is possible to use an automatic transmission of 3rd speed or 4th speed.

[0036]

According to the hybrid vehicle of the present invention, the output of the internal combustion engine is limited within the range of a predetermined rate of change in accordance with the charge amount of the battery, and the limited amount of the output of the internal combustion engine is set to the motor. Since it is compensated for by the output adjustment, the sudden output fluctuation of the internal combustion engine is prevented, and the exhaust gas generated from the internal combustion engine can be further cleaned.

[Brief description of drawings]

FIG. 1 is a circuit configuration diagram of a hybrid vehicle according to the present embodiment.

FIG. 2 is a sectional view showing a schematic configuration of the hybrid vehicle of the above.

FIG. 3 is an explanatory diagram of a calculation of ΔTema when the internal combustion engine output of the hybrid vehicle fluctuates.

FIG. 4 is an explanatory diagram of the calculation of Teac when the rotational speed of the internal combustion engine 1 of the hybrid vehicle fluctuates.

FIG. 5 is an explanatory diagram showing an example of a time chart of torque and the like with respect to engine output fluctuations and engine speed fluctuations of the hybrid vehicle.

FIG. 6 is a part of a flowchart of an operation of distributing the driving force of the internal combustion engine and the electric motor by the hybrid vehicle.

FIG. 7 is the same part as the rest of the flowchart in FIG. 6;

FIG. 8 is an explanatory diagram showing a relationship between a battery remaining amount and a chargeable current of the hybrid vehicle.

FIG. 9 is an explanatory diagram showing a relationship between the rotation speed and the output torque of the internal combustion engine of the hybrid vehicle.

FIG. 10 is an explanatory diagram showing the relationship between the rotational speed and the output torque of the electric motor of the hybrid vehicle.

[Explanation of symbols]

1 Internal Combustion Engine 9 Automatic Transmission 10 Electric Motors 51, 52 Rotation Sensor 55 Throttle Valve 57 Injector 58 O ₂ Sensor 59 Engine ECU 61 Battery 62 Inverter 65 Accelerator Pedal 66 Brake Pedal 67 Vehicle ECU

Claims (1)

[Claims] 1. A hybrid vehicle including an internal combustion engine for driving a vehicle and an electric motor, comprising: accelerator opening detection means for detecting an accelerator opening; battery charge amount detection means for detecting a battery charge amount; According to the charge amount detected by the battery charge amount detecting means, the output of the internal combustion engine is made to correspond to the accelerator opening detected by the accelerator opening detecting means, and the output of the internal combustion engine is changed to a predetermined rate of change. An engine output adjusting unit for limiting the output within the range, and a limit amount of the output of the internal combustion engine by the engine output adjusting unit is compensated by the output adjustment of the motor according to the charge amount detected by the battery charge amount detecting unit. And a motor output adjusting means for controlling the hybrid vehicle.