JP2010018128A - Control device and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for reducing deterioration in fuel by varying the drive probability of an engine using fuel according to the degree of the fuel deterioration. <P>SOLUTION: This control device controls an engine 2 and/or a drive motor MG2 to run a vehicle with the power of one or both of them, and is provided with: a storage part for storing information for controlling the engine 2; and a control part performing vehicle required power calculation processing to calculate the required power of a vehicle based on a signal from a vehicle state detection part, engine start processing to start the engine 2 when the vehicle required power calculated by the vehicle required power calculation processing exceeds an engine start determination value stored in the storage part, fuel deterioration degree estimation processing to estimate the degree of deterioration in fuel of a fuel tank 24 based on a signal input from the outside, and an engine start timing changing processing to change the engine start determination value or the vehicle required power based on the estimated degree of fuel deterioration. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device and a control method for controlling an engine or a drive motor to drive a vehicle with one power, or controlling the engine and the drive motor to drive a vehicle with both powers.

  There has been proposed a hybrid vehicle in which an engine and a motor generator are connected via a power split mechanism and the engine and the motor generator are used together to obtain power to improve the fuel consumption of the engine.

  In the hybrid vehicle, the required power for traveling is calculated based on information based on the driver's operation such as the accelerator opening and the shift position, and information on the battery state such as the remaining battery capacity and output power. If this required power can be output only by the battery, the hybrid vehicle is driven only by the driving force of the motor started by the battery without starting the engine, thereby improving the fuel efficiency of the vehicle.

  In recent years, plug-in hybrid vehicles aiming at further improvement in fuel efficiency have been proposed as countermeasures against rising oil prices and global warming.

  A conventional hybrid vehicle that is not a plug-in hybrid vehicle is equipped with a generator, and the battery is charged by driving the engine and rotating the generator to generate electric power. On the other hand, a plug-in hybrid vehicle can charge a battery with a commercial power source supplied via a household outlet in addition to or instead of a generator. The vehicle can run only by the driving force of a motor driven by a battery without driving the engine.

  By the way, the fuel deteriorates if it is not used. For example, gasoline used as a vehicle fuel is susceptible to quality due to light, storage temperature, contact with moisture or air, etc., and it has been shown that the octane number decreases when stored for a long period of time.

In connection with fuel deterioration, Patent Document 1 discloses an evaporative fuel supply device that supplies evaporative fuel generated in a fuel tank to an intake system of an engine, an operating state detection unit that detects an operating state of the engine, An evaporative fuel control unit that receives the output of the state detection unit and controls the evaporative fuel supply device according to the operating state of the engine, a deterioration information detection unit that detects a deterioration state of the fuel in the fuel tank, and a deterioration information detection unit Correction means for correcting the control amount of the evaporated fuel control means in accordance with the detected deterioration information, detecting fluctuations in the fuel evaporation amount due to fuel deterioration due to repeated heating, and detecting the detected fuel evaporation amount There is disclosed an evaporative fuel control device that can prevent the air-fuel ratio from deviating by correcting the supply amount of the evaporative fuel to the intake system of the engine based on the fluctuation.
JP-A-5-164004

  As described above, when the fuel is not used, the fuel is deteriorated. However, the hybrid vehicle is used less frequently than the conventional vehicle driven only by the engine, so that the fuel is deteriorated as compared with the conventional vehicle. There is a problem that the opportunity increases, and when the engine is started in a state where the fuel is deteriorated, the possibility of knocking increases and there is a risk of causing engine failure.

  In addition, the plug-in hybrid vehicle has a more pronounced problem because the frequency of fuel use is further reduced as compared with the conventional hybrid vehicle.

  In view of the above-described problems, an object of the present invention is to provide a control device and a control method capable of reducing fuel deterioration by changing the driving probability of an engine using fuel according to the degree of fuel deterioration. The point is to provide.

  In order to achieve the above-mentioned object, the control device according to the present invention is characterized in that the engine or the drive motor is controlled to drive the vehicle with one power, or the engine and the drive motor are controlled with both powers. A control device for driving a vehicle, the storage unit storing information for controlling the engine, the vehicle required power calculation process for calculating the required power of the vehicle based on a signal from the vehicle state detection unit, and the vehicle When the vehicle required power calculated by the required power calculation process exceeds the engine start determination value stored in the storage unit, the engine deterioration process in the fuel tank based on the engine start process for starting the engine and the external input signal The fuel deterioration degree estimation process for estimating the degree of fuel deterioration, and the fuel deterioration degree estimated in the fuel deterioration degree estimation process Engine start determination value, or lies in having a control unit for executing the engine-starting-timing changing process for changing the vehicle power demand.

  In the control device, the engine start determination value is set so that the engine can be easily started in a situation where the possibility of fuel deterioration is high. For example, in the control device, when the amount of change in the fuel in the fuel tank calculated based on the input signal from the outside is small, the fuel is not burned by the engine drive, or new fuel is replenished by refueling. The engine start determination value is set low because it is estimated that the fuel has not deteriorated, that is, the possibility that the fuel has deteriorated is high. By setting the engine start determination value low, the engine driving probability increases and the fuel usage frequency increases, so that fuel deterioration can be reduced.

  In addition, when the control device estimates that there is a high possibility that the fuel has deteriorated, increasing the vehicle required power also increases the required power for the engine, increasing the engine driving probability, Since the use frequency of the fuel becomes high, the deterioration of the fuel can be reduced.

  As described above, according to the present invention, it is possible to provide a control device that can reduce fuel deterioration by changing the driving probability of an engine using fuel according to the degree of fuel deterioration. Became.

  Hereinafter, an embodiment in which a control device according to the present invention is mounted on a hybrid vehicle provided with a charging unit that can be charged from a commercial power source in a battery will be described. As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2, a battery 3, an inverter 4, a drive wheel 5, a continuously variable transmission mechanism 6, a plurality of electronic control devices 8 including a control device 7 according to the present invention, and the like. It is configured.

  As shown in FIG. 2, the engine 2 includes an internal combustion section 21, an intake pipe 22 that serves as a passage for air and fuel sucked into the internal combustion section 21, a throttle valve 23 that controls the amount of air sucked, and an internal combustion section. Fuel injection 25 as a fuel injection valve for injecting the fuel stored in the fuel tank 24 into the intake port 211 of the engine 21, the exhaust passage 26 for exhausting the gas burned in the internal combustion section 21, and the exhausted gas A catalyst 27 to be purified, an A / F sensor 28 serving as an air-fuel ratio detection means serving as an oxygen concentration sensor installed on the upstream side of the catalyst 27, a water temperature sensor 29 for detecting the temperature of the cooling water of the engine 2, and the like are provided. It is configured.

  The internal combustion unit 21 is provided with a piston 212, and the piston 212 is connected to the crankshaft 214 via the connecting rod 213, and the reciprocating motion of the piston 212 is converted into rotational motion by the connecting rod 213 and transmitted to the crankshaft 214. It is comprised so that. A pulse disk having a plurality of teeth formed around the crankshaft 214 is attached to the end of the crankshaft 214, and the number of rotations is detected as a pulse signal by the crank angle sensor 215.

  The throttle valve 23 is provided with a throttle opening sensor 231 for detecting a throttle opening comprising a linear throttle position sensor, for example. Although not shown in FIG. 2, the engine 2 includes an air filter that purifies the intake air, an air flow meter that detects the intake amount of the intake air, and the like.

  The engine 2 satisfies the required power of the vehicle required by the control device 7 according to the present invention by an engine control device 82 to be described later among the plurality of electronic control devices 8, and has an engine speed that provides optimum fuel consumption. Control the throttle opening. Further, the engine control device 82 adjusts the amount of fuel injected from the fuel injection 25 so that the air-fuel ratio calculated based on the oxygen concentration detected by the A / F sensor 28 becomes the target air-fuel ratio. By performing the control, the internal combustion unit 21 is configured to be appropriately driven.

  The fuel tank 24 is provided with a fuel gauge sensor 241 that detects the amount of fuel in the fuel tank 24, and a detected value of the gauge sensor 241 is a meter control device 84, which will be described later, of the plurality of electronic control devices 8. Is output.

  As the fuel gauge sensor 241, for example, a liquid level sensor configured to include a resistor 242, a float 243 that floats on the fuel surface, and an arm 244 that functions as a moving contact that changes the resistance value of the resistor 242 is used. The fuel gauge sensor 241 detects a voltage value based on a resistance value that changes according to the fuel level in the fuel tank 24, and the voltage value is output to the meter control device 84.

  As shown in FIG. 1, the battery 3 is input from an assembled battery 31 such as a lithium ion battery or a nickel hydride battery in which a plurality of modules each having a plurality of battery cells integrated are connected in series, and from a commercial power source through a plug 32A. The charging unit 32 is configured to convert the boosted AC voltage (for example, AC 100V) into a predetermined DC voltage (for example, DC 240V), boost the voltage, and output the voltage to the assembled battery 31.

  In the battery 3, a discharge for supplying power from itself to a later-described generator MG <b> 1 or a drive motor MG <b> 2 (hereinafter collectively referred to as a motor generator MG), and from the motor generator MG to itself Charging for power supply and charging for power supply from a commercial power supply to itself are executed.

  Switching between which of the motor generator MG and the commercial power source is output to the assembled battery 31 is performed by the charging unit 32 under the control of the control device 7 or the battery control device 81 according to the present invention described later.

  Inverter 4 converts DC power input from battery 3 into AC power and outputs it to motor generator MG, and also converts AC power input from motor generator MG into DC power and outputs it to battery 3.

  The continuously variable transmission mechanism 6 transmits the output torque input from the crankshaft 214 of the engine 2 to the propeller shaft 62 as a traveling output shaft and the generator MG1 via the power split mechanism 61 formed of a planetary gear mechanism. The continuously variable transmission mechanism 6 is provided with a drive motor MG2 for driving assistance that drives the propeller shaft 62 via a gear mechanism 63 such as a reduction gear, and the propeller shaft 62 is driven through a differential gear mechanism 64. 5 is connected.

  Although the motor generator MG can function as both a generator and an electric motor, the generator MG1 mainly operates as a generator, and the drive motor MG2 mainly operates as an electric motor.

  The generator MG1 is rotationally driven by the torque from the engine 2 transmitted through the power split mechanism 61 to generate power. The power generated by the generator MG1 is supplied to the battery 3 and / or the drive motor MG2 via the inverter 4, and is used as the charge power for the battery 3 and / or the drive power for the drive motor MG2.

  Drive motor MG2 is rotationally driven by the AC power input from inverter 4. The driving force generated by the rotational drive of the drive motor MG2 is transmitted to the drive wheels 5 via the gear mechanism 63, the propeller shaft 62, and the differential gear mechanism 64. Further, when the hybrid vehicle 1 is decelerated, the electric power generated by the rotational drive of the drive motor MG2 is supplied to the battery 3 via the inverter 4, and the battery 3 is charged.

  The power split mechanism 61 is configured by a planetary gear mechanism as shown in FIG. 3, and includes a sun gear 611, a ring gear 612, and a plurality of pinion gears 613. 3 is a cross-sectional view of the power split mechanism 61 shown in FIG.

  As shown in FIG. 1, the sun gear 611 is connected to the rotating shaft of the generator MG1 via the sun gear shaft 614, and the ring gear 612 is connected to the rotating shaft of the drive motor MG2 via the ring gear shaft 615 and the gear mechanism 63. It is connected.

  The plurality of pinion gears 613 are arranged between the sun gear 611 and the ring gear 612, and each pinion gear 613 revolves while rotating on the outer periphery of the sun gear 611. The revolution force of each pinion gear 613 is given as the rotational force of the planetary carrier 617 shown in FIG. 3 by the planetary carrier shaft 616. Planetary carrier shaft 616 is connected to engine 2.

  As the planetary carrier 617 rotates, the sun gear 611 and the ring gear 612 rotate, so that torque supplied from the engine 2 via the planetary carrier shaft 616 is transmitted to the ring gear 612 and the sun gear 611 via the pinion gear 613. That is, the torque by the engine 2 is divided into the torque of the propeller shaft 62 and the torque of the generator MG1.

  Hereinafter, the operation of the continuously variable transmission mechanism 6 will be described in detail. In the planetary gear mechanism, when the rotation speed is determined for any two of the sun gear 611, the ring gear 612, and the planetary carrier 617, the remaining rotation speed is determined.

  When the hybrid vehicle 1 travels, torque corresponding to the power required by the propeller shaft 62 is output from the engine 2, and the output torque is transmitted to the propeller shaft 62 via the power split mechanism 61.

  That is, the output torque of the engine 2 is used for driving torque of the vehicle 1 (torque distributed to the propeller shaft 62) and power generation of the generator MG1 via the power split mechanism 61. In this case, the torque output from the engine 2 to the propeller shaft 62 is compared with the drive torque requested by the user, and the insufficient torque for the propeller shaft 62 of the engine 2 is compensated by the drive motor MG2. Therefore, when the amount of power used by the drive motor MG2 is larger than the amount of power generated by the generator MG1, the insufficient power amount is supplemented by the battery 3, and the amount of power used by the drive motor MG2 is less than the amount of power generated by the generator MG1. When the amount is small, the battery 3 is charged with excess electric energy.

  That is, if the engine 2 is controlled so as to satisfy the required power of the vehicle, the drive motor MG2 can compensate for the excess / deficiency torque with respect to the user required torque. Therefore, the engine 2 can set an optimum target rotational speed for an output that satisfies the vehicle required power.

  From the above description, the power split mechanism 61 transmits the power of the engine 2 and / or the power of the drive motor MG2 to the propeller shaft 62.

  The electronic control unit 8 includes a battery control unit 81 that monitors the state of charge of the battery 3, an engine control unit 82 that controls the intake air amount and the fuel injection amount of the engine 2, and the MG control that controls the motor generator MG. It comprises a device 83, a meter control device 84 that controls the display of the vehicle speed, the engine speed, the amount of fuel in the fuel tank 24, etc., and the control device 7 according to the present invention.

  Here, the control device 7 according to the present invention controls the engine 2 or the drive motor MG2 to run the vehicle with one power, or controls the engine 2 and the drive motor MG2 to run the vehicle with both powers. Device.

  As one embodiment of the control device described above, in this embodiment, the engine 2 or the drive motor MG2 is controlled, and the power split mechanism 61 is controlled to drive the vehicle, or the engine 2 and the drive motor MG2 are controlled. In addition, a control device for controlling the power split mechanism 61 to drive the vehicle, that is, a case where the hybrid control device 7 is mounted on the vehicle will be described.

  As will be described later, the hybrid control device 7 determines the power distribution between the engine 2 and the motor generator MG based on the required power of the hybrid vehicle 1, the charging permission power Win and the discharge permission power Wout of the battery 3, and the power In addition to controlling the dividing mechanism 61, the engine control device 82 and the MG control device 83 are instructed to output power according to the distribution.

  Each electronic control unit 8 includes a microcomputer including a CPU, a ROM and / or EEPROM storing a control program executed by the CPU, a storage unit including a RAM used as a working area, an input / output circuit, and the like Each processing (function of each functional block such as a control unit described later) of each electronic control device 8 described below is realized by the CPU executing a control program. Each electronic control unit 8 is connected to be communicable with each other.

  The battery control device 81 receives the measurement values from the voltage measurement unit 33 that measures the output voltage of the battery 3, the current measurement unit 34 that measures the output current, and the temperature measurement unit 35 that measures the temperature. The battery control device 81 calculates a remaining battery capacity (hereinafter referred to as “SOC (State of Charge)”) based on these measured values.

  The engine control device 82 is based on input signals of sensors such as a crank angle sensor, an air flow sensor, and an A / F sensor 28 provided in the engine 2 and communication data from other electronic control devices 8. While grasping the state, the fuel supply amount and supply timing to the engine 2, the throttle opening, and the like are controlled so as to satisfy the target rotational speed and the target torque input from the hybrid control device 7.

  The MG control device 83 drives and controls the motor generator MG so as to satisfy the required torque of the motor generator MG (the generator required torque and the motor required torque described later) input from the hybrid control device 7. When there is an output request to the battery 3 from the motor generator MG, the motor generator MG is driven and controlled in order to secure a power generation amount that satisfies the output request.

  The meter control device 84 inputs a pulse signal having a period proportional to the rotational speed, the vehicle speed, and the like from the crank angle sensor 215 and the vehicle speed sensor provided in the hybrid vehicle 1, and the rotational speed data and the speed based on the period. After calculating the data, etc., it is output to a tachometer and a speed meter provided on the instrument panel.

  The meter control device 84 includes an A / D converter, converts the analog voltage signal input from the fuel gauge sensor 241 and the water temperature sensor 29 and the like into a digital signal indicating the fuel amount and the water temperature, and is instrumental. Output to the fuel meter and water temperature meter provided on the panel.

  The hybrid control device 7 controls the engine 2 and the motor generator MG connected via the power split mechanism 61 based on the required power of the hybrid vehicle 1. In other words, the hybrid control device 7 causes the engine control device 82 to control the engine 2 and causes the MG control device 84 to control the motor generator MG based on the required power of the hybrid vehicle 1. That is, the hybrid control device 7 calculates the power to be output by each of the engine 2 and the motor generator MG based on the required power of the vehicle, and controls the power split mechanism 61 based on the calculation result. The hybrid controller 7 executes such control at a predetermined interval (for example, 8 msec).

  In order to execute such control, the hybrid control device 7 includes a control unit that executes processing such as vehicle required power calculation processing, engine start processing, fuel deterioration level estimation processing, and engine start timing change processing.

  This will be described in detail below. The control unit inputs the accelerator opening from the accelerator position sensor, inputs vehicle speed information from the vehicle speed sensor, inputs the rotation speed Nm1 of the generator MG1 and the rotation speed Nm2 of the drive motor MG2 from the MG control device 83, and controls the battery. The required charge / discharge power of the battery 3 calculated from the SOC or the like by the device 7 is input from the battery control device 7 and stored in the storage unit (RAM and / or EEPROM). That is, the storage unit stores information for controlling the engine 2 such as accelerator opening and vehicle speed information.

  Based on the accelerator opening and the vehicle speed information, the control unit calculates a drive request torque to be output to the ring gear shaft 615 and a drive request power as the drive power to be output to the ring gear shaft 615.

  The drive request torque is calculated as follows, for example. That is, a data map in which the value of the drive request torque is set corresponding to each combination of the accelerator opening and the vehicle speed information is stored in a storage unit (ROM and / or EEPROM), and the control unit The required drive torque is calculated by applying the accelerator opening and the vehicle speed information to the data map. In addition, the control unit calculates the drive request power by multiplying the calculated drive request torque by the rotation speed of the ring gear shaft 615.

  Next, the control unit calculates the required power of the hybrid vehicle 1 (hereinafter referred to as required power). The required power is calculated by calculating the sum of the required charge / discharge power, the required drive power, the electrical loss in the inverter 4 and the like, and the power for auxiliary equipment such as an air conditioner.

  As described above, the control unit executes the vehicle required power calculation process for calculating the required power of the vehicle based on the signal from the vehicle state detection unit. Here, the vehicle state detection unit is the above-described accelerator position sensor, vehicle speed sensor, MG control device 83, battery control device 7, and the like.

  The control unit compares the required power with the engine start determination value when the engine 2 is stopped, and starts the engine if it is larger than the engine start determination value. When the engine 2 is driven, the control unit If the engine stop determination value is smaller than the stop determination value, the engine is stopped.

  Here, the engine start determination value and the engine stop determination value are threshold values to be compared with the required power, and are set in watts that are the same unit as the power that is the required power.

  As described above, when the vehicle required power calculated by the vehicle required power calculation process exceeds the engine start determination value stored in the storage unit, the control unit executes the engine start process for starting the engine 2.

  In the present embodiment, the engine start process is a process for starting the engine 2 when the vehicle required power exceeds the engine start determination value, and controls the power split mechanism 61 to supply the power of the engine 2 to the propeller shaft. This process is also transmitted to 62.

  In this embodiment, the engine start determination value is set larger than the engine stop determination value. However, the engine start determination value may be set smaller than the engine stop determination value, and both determination values are the same. It may be set to a value. The engine start determination value is changed by the engine start timing change process, which will be described later.

  When the engine 2 is started or when the engine 2 is driven, the hybrid control device 7 calculates the target rotational speed Net and the target torque Tet of the engine 2 based on the required power. Specifically, as shown in FIG. 8, an operation line for operating the engine 2 efficiently is set on a two-dimensional map of the rotational speed Ne and the torque Te of the engine 2, and the required power (Net × The values of the rotational speed Ne and the torque Te of the engine 2 corresponding to the intersection of the Tet) line (shown by a broken line in the figure) and the operation line are set as the target rotational speed Net and the target torque Tet of the engine 2.

  Here, the required power line is obtained from a set of coordinates of combinations of values of the target rotational speed Net and the target torque Tet so that the result of multiplication of the target rotational speed Net and the target torque Tet becomes the required power (that is, the same value). It is a line.

  Calculation of the required torque for the generator MG1 (hereinafter referred to as the generator required torque Tm1t) and the required torque for the drive motor MG2 (hereinafter referred to as the motor required torque Tm2t) will be described in detail below.

Calculation of the generator required torque Tm1t will be described. From the target rotational speed Net of the engine 2, the gear ratio ρ of the power split mechanism 61, the gear ratio Dgr of the differential gear mechanism 64, and the rotational speed Nm2 of the drive motor MG2, the target rotational speed Nm1t of the generator MG1 is calculate.

Further, according to the equation 2, feedback control based on the target rotational speed Nm1t of the generator MG1, the current rotational speed Nm1 of the generator MG1, and the previous generator required torque Tm1 (t-1) is executed to generate the generator required torque. Tm1t is calculated. In Equation 2, k1 is a proportional term gain, and k2 is an integral term gain.

  However, since the generator MG1 is not driven when the engine 2 is not driven, the target rotational speed Nm1t and the generator required torque Tm1t of the generator MG1 are set to zero.

The calculation of the motor required torque Tm2t will be described. Based on Equation 3, the temporary motor torque Ttmp is calculated based on the drive request torque T, the generator request torque Tm1t, the gear ratio ρ of the power split mechanism 61, and the gear ratio Dgr of the differential gear mechanism 64.

In addition, the maximum torque is calculated based on the discharge permission power Wout, the generator required torque Tm1t, the rotation speed Nm1 of the generator MG1, and the rotation speed Nm2 of the drive motor MG2 by Expression 4. The smaller of the temporary motor torque Ttmp and the maximum torque Tmax is set as the motor required torque Tm2t.

  Then, the hybrid control device 7 outputs the calculated target rotational speed Net and target torque Tet of the engine 2 to the engine control device 82, and outputs the calculated generator required torque Tm1t and motor required torque Tm2t to the MG control device 83. .

  The hybrid control device 7 calculates the generator required torque Tm1t and the motor required torque Tm2t as described above, and outputs them to the MG control device 83, thereby supplying electric power from the battery 3 to the motor generator MG when the hybrid vehicle 1 is powered. Then, the motor generator MG is controlled by the MG control device 83 so that the battery 3 is charged with the electric power generated by the motor generator MG during regenerative braking of the hybrid vehicle 1.

  At that time, the hybrid control device 7 sends the motor generator MG to the MG control device 83 so that the battery 3 is charged and discharged so that the SOC is within the target range within the range of the allowable charging power Win and the allowable discharging power Wout. Let me control.

  The hybrid control device 7 instructs the engine control device 82 to start and stop the engine 2 based on the result of comparing the required power with the engine start determination value and the engine stop determination value. As a result, the hybrid control device 7 uses the driving force generated by the motor generator MG without starting the engine 2 at the time of light load such as when the hybrid vehicle 1 starts, travels at a low speed, or goes down a gentle slope. The engine control device 82 and the MG control device 83 are controlled so that the hybrid vehicle 1 travels. Then, when an operation state that requires a driving force of a predetermined value or more is reached, the engine control device 82 is commanded to start the engine 2.

  As described above, the hybrid control device 7 determines the power distribution between the engine 2 and the motor generator MG based on the required power of the vehicle 1 and the remaining capacity of the battery 3, controls the power split mechanism 61, and controls the engine. It instructs the device 82 and the MG control device 84 to output power according to the distribution.

  In addition to the processing described above, the control unit is based on the fuel change amount calculation processing for calculating the fuel change amount in the fuel tank 24 based on the input signal from the outside, and the change amount calculated in the fuel change amount calculation processing. Then, an engine start timing change process for changing the engine start determination value or the vehicle required power is executed. Here, the input signal from the outside is a signal including data necessary for calculating the fuel change amount. The digital signal indicating the current fuel amount input from the meter control device 84 or the input of the digital signal. Time information at the time.

  The storage unit of the hybrid control device 7 stores map information in which the engine start determination value is set.

  The map information is a data map composed of values such as vehicle speed and engine start determination values set for the respective values, and is stored in the ROM or EEPROM of the hybrid control device 7.

  This will be described in detail below. The engine start determination value set in the map information is set to a different value based on the vehicle speed. For example, the engine start determination value is set so as to decrease as the vehicle speed increases, that is, the engine drive probability increases.

  Further, the engine start determination value set in the map information is configured to be set to a different value based on the degree of fuel deterioration. For example, the engine start determination value is set to a different value based on the amount of change in the fuel supplied to the fuel tank 24 within a predetermined period.

  Specifically, the engine start determination value is set so that the smaller the fuel consumption within a predetermined period, the smaller the value, that is, the higher the engine drive probability.

  That is, in the engine start timing change process, the engine start determination value to be changed is set to be smaller as the change amount of the fuel amount in the fuel tank 24 calculated every predetermined period based on the input signal from the outside becomes smaller. To do.

  Here, the amount of fuel consumed within a predetermined period (the amount of change in the amount of fuel in the fuel tank 24 calculated every predetermined period) is, as a first configuration, the amount of fuel consumed for a preset period (for example, one week). Alternatively, as a second configuration, a period during which fuel is not supplied (for example, the number of days) may be used as the fuel consumption amount within a predetermined period.

  As described above, the map information is composed of engine start determination values set for each value of the change amount of the vehicle speed and fuel within a predetermined period, as shown in FIGS. 4 (a) and 4 (b). That is, the engine start determination value increases as the vehicle speed decreases and the amount of fuel change within a predetermined period increases (in the case of FIG. 4A) or the period in which fuel is not supplied is shorter (in the case of FIG. 4B). Is set. And a control part determines an engine starting determination value based on map information.

  The determination of the engine start determination value in the first configuration will be described in detail below. In the fuel change amount calculation processing, a digital signal indicating the current fuel amount is input from the meter control device 84, and time information at the time when the digital signal is input is input. Here, the input time information is stored by reading the time information stored in the navigation device or audio device mounted on the vehicle, or the current time of the clock mounted on the vehicle by the meter control device 84. Time information, etc., and is composed of year / month / day / hour / minute / second.

  The timing at which the fuel change amount calculation process inputs the digital signal and time information includes, for example, the timing when the starter switch such as the starter switch of the hybrid vehicle 1 is turned on and the system of the hybrid vehicle 1 is started. It is input at the time of turning on the starting jig after a predetermined period (for example, one week) has elapsed from the input.

  The fuel change amount calculation processing is performed by subtracting the amount of fuel input at the time of turning on the starting jig at this time from the amount of fuel input at the time of turning on the starting jig last time (for example, one week ago). Calculate fuel consumption.

  In the engine start timing changing process, an area to be used for determining the engine start determination value is determined from the map information based on the calculated fuel consumption.

  For example, in FIG. 4A, when the fuel consumption amount within the predetermined period is “x”, the engine start timing changing process uses the area indicated by hatching in the figure for determining the engine start determination value.

  The determination of the engine start determination value in the second configuration will be described in detail below. In the fuel change amount calculation process, a digital signal and time information are input in the same manner as in the first configuration.

  The timing at which the fuel change amount calculation process inputs the digital signal and time information includes, for example, the timing at which the starter switch such as the starter switch of the hybrid vehicle 1 is turned on and the system of the hybrid vehicle 1 is activated.

  In the fuel change amount calculation process, the fuel increase amount is calculated by subtracting the fuel amount input when the starter jig was turned on the previous time from the fuel amount input when the starter tool was turned on. Then, it is determined whether or not the calculated fuel increase amount is equal to or greater than a predetermined value set in advance. When the fuel change amount calculation process is greater than or equal to a predetermined value, it is determined that the fuel has been refueled. When the fuel change amount calculation process is smaller than the predetermined value, it is determined that the fuel has not been refueled. Based on this time information and the time information input this time, a period during which no refueling is performed is calculated.

  Note that the fuel change amount calculation process may be configured to determine whether or not refueling has been performed, for example, as follows. In other words, a fuel filler opening / closing detection sensor is provided at the fuel filler opening, and the fuel change amount calculation processing is performed when the opening of the fuel filler opening is detected by the output signal of the fuel filler opening / closing detection sensor to the fuel tank 24. It may be configured to be at the time of refueling.

  In the engine start timing changing process, an area to be used for determining the engine start determination value is determined from the map information based on the calculated non-fueling period.

  Note that the change amount of the fuel described in the first and second configurations may be a change rate of the fuel. Here, the change rate of the fuel is a value obtained by dividing the change amount of the fuel by the amount of fuel existing in the fuel tank 24 immediately before or after the change of the fuel amount. When the map information is set by the rate of change of fuel, even if the amount of change in fuel is the same, there is a difference in the degree of deterioration of the fuel (specifically, if the amount of change in fuel is the same, the fuel tank The fuel change amount calculation process can more accurately determine the fuel deterioration because there is less risk of fuel deterioration when the amount of fuel present in the fuel is less.

  From the above description, the engine start timing changing process may be made easy to start the engine 2 according to the deterioration degree of gasoline. Therefore, the engine start timing change process is not limited to a configuration in which the engine start determination value is decreased as the gasoline deterioration level increases. For example, the engine start timing change process is configured to increase the required power for the engine 2 as the gasoline deterioration level increases. There may be.

  In other words, in the engine start timing changing process, the required vehicle power to be changed is set so as to increase as the change amount of the fuel amount in the fuel tank 24 calculated every predetermined period based on the input signal from the outside becomes smaller. May be.

  In order to realize such a configuration, for example, a predetermined coefficient is set, and the predetermined coefficient is increased as the degree of deterioration of gasoline increases, and the hybrid control device 7 increases the calculated vehicle required power. The required power for the engine is increased by setting the value obtained by multiplying the predetermined coefficient as the final required vehicle power.

  When the hybrid vehicle 1 starts traveling, the hybrid control device 7 inputs speed data from the meter control device 84.

  In the engine start timing changing process, an area to be used for determining the engine start determination value in the map information determined as described above is searched with the current vehicle speed, and the engine start determination value to be used is determined. In the engine start process, when the required power is larger than the engine start determination value, the engine control device 82 is controlled to drive the engine 2 in order to drive the hybrid vehicle 1 with the driving force of the engine 2.

  On the other hand, the engine start process does not drive the engine 2 when the required power is equal to or less than the engine start determination value. That is, in the engine starting process, the motor generator MG is driven by controlling the MG control device 83 in order to drive the hybrid vehicle 1 with the driving force of only the motor generator MG.

  The longer the non-use period of fuel, the higher the possibility of deterioration. However, according to the above configuration, the engine start determination value is set to a smaller value as the fuel consumption amount in the predetermined period is smaller. The smaller the fuel consumption in the engine, the easier the combustion of the fuel by starting the engine 2 is carried out. Therefore, it is possible to reduce the unused fuel from the fuel tank 24 and avoid the prolonged period of non-use of the fuel. it can.

  Further, the engine start process is configured to determine to forcibly drive the engine 2 when the fuel consumption amount within a predetermined period falls below a predetermined amount. In other words, in the engine start process, the engine 2 is forcibly started when the change amount of the fuel amount in the fuel tank 24 calculated every predetermined period based on the input signal from the outside is less than the predetermined amount, and the power split mechanism 61 is controlled to transmit the power of the engine 2 to the propeller shaft 62.

  In other words, the engine start process is performed regardless of the value of the engine start determination value or the vehicle speed of the map information determined to be used for comparison with the required power when the fuel consumption amount within a predetermined period falls below the predetermined amount. Then, the engine control device 82 is controlled to drive the engine 2.

  Alternatively, as shown in FIGS. 4A and 4B, the engine start determination value in the shaded area in the map information is set to zero so that the engine start process is determined to forcibly drive the engine 2. May be.

  According to the above-described configuration, the engine start process determines to forcibly drive the engine 2 in a situation where the fuel is hardly consumed and the possibility that the fuel will deteriorate is extremely high. Certain unused fuel can be reliably reduced from the fuel tank 24.

  As indicated by a broken line in FIG. 1, the hybrid control device 7 may include a notification unit 9 that notifies that priority is given to engine travel for avoiding fuel deterioration when the engine start determination value is below a predetermined value. .

  This will be described in detail below. The notification unit 9 is configured by a liquid crystal panel or the like of a navigation device mounted on the hybrid vehicle 1, and the engine start determination value to be used determined by the engine start timing change process is below a predetermined value set in advance. In addition, a text or image message indicating that priority is given to engine running for avoiding fuel deterioration, for example, a message such as “engine driving is given priority to avoid deterioration due to unused fuel” is displayed.

  The notification unit 9 includes a car audio and a speaker mounted on the hybrid vehicle 1, and outputs a voice message from the speaker that priority is given to engine running for avoiding fuel deterioration. Also good. Furthermore, the notification unit 9 may be configured to notify the driver that priority is given to engine travel for avoiding fuel deterioration by turning on an indicator lamp or the like provided on an instrument panel or the like of the hybrid vehicle 1. .

  When the hybrid control device 7 according to the present invention is employed, the processing of the hybrid control device 7 may cause the engine 2 to be driven at an unexpected timing and cause the driver to be suspicious. Since the part 9 informs the driver in advance that the engine travel is prioritized, it is possible to prevent the driver from being suspicious as described above.

  In addition, the notification unit 9 is configured to notify that the engine traveling for avoiding fuel deterioration is prioritized when the engine start determination value is lower than a predetermined value, or instead of the above configuration, the engine start determination value. It may be configured to notify that the charging operation via the charging unit 32 is prohibited when the value is below a predetermined value.

  This will be described in detail below. The notification unit 9 displays a message on the liquid crystal panel of the navigation device, a speaker, etc. as a message that prohibits the charging operation, for example, a message such as “Because the engine travel is prioritized, do not charge the battery”. The configuration may be such that the driver is notified by voice output from the vehicle or lighting on the indicator lamp.

  Such notification is executed, for example, when the user of the hybrid vehicle 1 inserts the plug 32A provided in the battery 3 into the insertion port of the commercial power source for charging the battery 3.

  In the hybrid vehicle 1 including the charging unit 32, the user may want to travel by the motor generator MG instead of the engine 2, and may charge the battery 3 from a commercial power source. However, when the hybrid control device 7 according to the present invention is employed, the hybrid control device 7 can control the engine control device 82 so that the engine 2 travels to prevent fuel deterioration regardless of the desire of the user. As a result, there is a possibility that charging of the battery 3 by the user is unnecessary. Therefore, by providing the notification unit 9, the notification unit 9 informs the user that the charging operation is prohibited before the charging operation, so that the user can avoid performing unnecessary charging of the battery 3.

  Hereinafter, the processing of the hybrid control device 7 according to the present invention will be described based on the flowchart shown in FIG.

  The fuel change amount calculation process reads a digital signal and time information indicating the fuel amount from the meter control device 84, the navigation device, or the like when an operation of turning on the starting jig of the hybrid vehicle 1 is executed (S1).

  The fuel change amount calculation processing is performed by subtracting the amount of fuel input at the time of turning on the starting jig at this time from the amount of fuel input at the time of turning on the starting jig last time (for example, one week ago). A fuel consumption amount, that is, a fuel consumption amount within a predetermined period (for example, one week) is calculated (S2).

  In the engine start timing changing process, an area to be used for determining the engine start determination value is determined from the map information based on the fuel consumption within the predetermined period calculated in step S2 (S3).

  The engine start timing change process searches the region determined in step S3 at the current vehicle speed of the hybrid vehicle 1 to determine an engine start determination value to be used, and the engine start process determines the required power of the vehicle as the engine start determination value. (S4).

  If the required power is larger than the engine start determination value, the engine control device 82 is controlled to drive the engine 2 (S5). If the required power is less than the engine start determination value, the engine control device 82 is turned on. The engine 2 is controlled to stop (S6).

  In the above description, when the engine 2 is determined to be started by the engine start process and the engine 2 is started, not only the driving force of the engine 2 is transmitted to the drive wheels 5 via the propeller shaft 62 but also the generator. By transmitting to MG1, the deteriorated fuel stored in the fuel tank 24 may be actively consumed.

  However, the condition for transmission to the generator MG1 is that the charging of the battery 3 by driving the generator MG1 does not depart from the range of the charge permission power Win and the discharge permission power Wout of the battery 3.

  In the above description, when the engine 2 is determined to be started by the engine start process and the engine 2 is started, the hybrid control device 7 stops driving the engine 2 based on the determination when the predetermined condition is satisfied. Then, you may transfer to normal hybrid control.

  Here, the normal hybrid control is a control in which the hybrid control device 7 instructs the engine control device 82 to start and stop the engine 2 based on the required power, thereby switching the start and stop of the engine 2. It is.

  Examples of the predetermined condition include the following conditions. The first example is a case where a predetermined time has elapsed since the engine 2 started based on the determination of the engine start process.

  In the second example, when the amount of fuel stored in the fuel tank 24 decreases by a predetermined amount due to the driving of the engine 2 started based on the determination of the engine start processing, the fuel amount stored in the fuel tank 24 is fully filled. This is a case where the ratio to the fuel tank decreases by a predetermined rate and / or a case where the amount of fuel remaining in the fuel tank 24 becomes a predetermined amount or less.

  When the engine 2 is started based on the determination of the engine start process, it is necessary to prevent the amount of fuel remaining in the fuel tank 24 after satisfying the predetermined condition from being excessively small.

  For example, when the vehicle needs to move from the current location to the destination set by the navigation device, the hybrid control device 7 determines the fuel consumption of the vehicle and the length of the road that requires engine travel to the destination (for example, The amount of fuel expected to be used before the vehicle reaches the destination is calculated from the length of the highway on which the vehicle travels to the destination).

  Then, the hybrid control device 7 starts the engine so that the fuel amount stored in the fuel tank 24 after the fuel is consumed by driving the engine 2 based on the determination of the engine start process does not become less than the calculated fuel amount. The driving time of the engine 2 and the like based on the processing determination are adjusted.

  Hereinafter, another embodiment will be described. In the above-described embodiment, the case where the notification unit 9 notifies that the engine travel is prioritized has been described, but the notification unit 9 notifies the vehicle driver and the like that the engine start operation is urged. The engine 2 may be started by the driver of the vehicle who has recognized the notification.

  In this case, as shown by a broken line in FIG. 1, the hybrid control device 7 includes a notification unit 9 for notifying that an engine start operation is urged to avoid fuel deterioration when the engine start determination value is below a predetermined value, and a manual operation. An engine start switch 10 for starting the engine 2 by operation is provided.

  The notification unit 9 is configured by a liquid crystal panel of a navigation device mounted on the hybrid vehicle 1 as in the above-described embodiment, and the engine start determination value to be used determined by the engine start timing change process is set in advance. When the value is below the predetermined value, a message of text or image prompting the engine start operation to avoid fuel deterioration, for example, “To prevent deterioration due to unused fuel, turn on the engine start switch and start the engine. Please display as a message such as "Please."

  In addition, the notification unit 9 is configured by a car audio and a speaker mounted on the hybrid vehicle 1 as in the above-described embodiment, and an audio message is sent from the speaker to prompt the engine start operation to avoid fuel deterioration. The structure which outputs may be sufficient. Furthermore, the notification unit 9 may be configured to notify the driver that the engine start operation is urged to avoid fuel deterioration by turning on an indicator lamp or the like provided on the instrument panel or the like of the hybrid vehicle 1. .

  The engine start switch 10 is a button-shaped switch provided at a position suitable for operation by the driver, such as near the instrument panel of the hybrid vehicle, and is turned on by pressing, for example.

  The hybrid control device 7 detects that the engine start switch 10 has been turned on. When the hybrid control device 7 detects that the engine start switch 10 is turned on, the engine start process instructs the engine control device 82 to start the engine 2.

  According to the above-described configuration, the vehicle user can start the engine 2 by operating the engine start switch 10 while being able to know the situation that is disadvantageous for the engine 2 such that the possibility of fuel deterioration is high by the notification unit 9. Therefore, it is possible to travel without using the fuel, that is, travel by the driving force of the drive motor MG2 until immediately before the obvious trouble such as failure of the engine 2 due to fuel deterioration occurs.

  Moreover, according to the above-described configuration, the user of the hybrid vehicle starts the engine 2 by operating the engine start switch on his / her own intention. However, useless charging of the battery 3 by the user, such as charging the battery 3 from a commercial power source, can be avoided.

  The driving of the engine 2 by turning on the engine start switch 10 is canceled when a predetermined condition for stopping the driving of the engine 2 based on the determination of the engine starting process as described in the above-described embodiment is satisfied. May be. Note that after the drive of the engine 2 is canceled, the drive control of the engine 2 may shift to normal hybrid control by the hybrid control device 7.

  In this case, the notification unit 10 may notify that the driving of the engine 2 due to the turning-on operation of the engine start switch 10 is canceled and the normal hybrid control is shifted because the predetermined condition is satisfied.

  Further, the driving of the engine 2 by turning on the engine start switch 10 may be canceled by turning off the engine start switch 10 of a vehicle driver or the like. In this case, the engine start switch 10 is configured not only to start the engine 2 but also to stop the engine 2 (for example, the engine 2 is started by pressing, and the engine 2 is pressed again. Of course.) Note that after the drive of the engine 2 is canceled, the drive control of the engine 2 may shift to normal hybrid control by the hybrid control device 7.

  In this case, the notification unit 10 may notify that the engine start switch 10 is to be turned off when the above-described predetermined condition is satisfied.

  In the above-described embodiment, as an example of a configuration in which the engine start determination value is set as a different value based on the degree of fuel deterioration in the hybrid control device 7, the engine start determination value is a predetermined value for the fuel supplied to the fuel tank 24. The configuration in which different values are set based on the amount of change within the period has been described.

  However, the control unit of the hybrid control device 7 includes an engine control history management unit as a functional block for managing the engine control history within a predetermined period after refueling, and the engine start determination value set in the map information is the engine control history. The configuration may be set to different values based on the above.

  That is, the control unit obtains the engine start determination value or the vehicle required power based on the engine control history storage process for storing the engine control history in the storage unit and the engine control history stored in the storage unit by the engine control history storage process. The engine start timing changing process to be changed may be executed.

  This will be described in detail below. In the map information stored in the ROM or EEPROM of the hybrid control device 7, the engine start determination value is set to a different value based on the vehicle speed, for example, a smaller value as the vehicle speed is higher, as in the above-described embodiment. Has been.

  Further, the engine start determination value set in the map information may be set, for example, such that the smaller the number of engine drives within a predetermined period, the smaller the value, that is, the higher the engine drive probability. That is, the engine control history in the engine control history storage process is obtained by calculating the number of executions of the engine start process in a predetermined period after refueling. In the engine start timing change process, the engine start determination value decreases as the number of executions decreases. Set to a value.

  Here, the number of engine start processing executions within a predetermined period may be the number of engine drivings for a preset period (for example, one week) as the first configuration, or the engine 2 as the second configuration. The number of days that the engine is not started may be the number of times the engine is driven within a predetermined period.

  Further, as a third configuration, the engine start determination value is set so as to become smaller as the engine drive time within a predetermined period (for example, one week) becomes shorter, that is, the engine drive probability becomes higher. It may be. In other words, the engine control history in the engine control history storage process is obtained by calculating the engine control time in a predetermined period after refueling, and the engine start timing change process decreases the engine start determination value as the engine control time becomes shorter. You may set so that it becomes.

  As described above, in the case of the first and second configurations, the map information is the engine set for each value of the vehicle speed and the number of engine drivings within a predetermined period, as shown in FIGS. In the third configuration, as shown in FIG. 6C, the engine start determination value is set for each value of the vehicle speed and the engine drive time within a predetermined period. Has been.

  The hybrid control device 7 determines the engine start determination value based on the map information, as in the above-described embodiment.

  The determination of the engine start determination value in the first configuration will be described in detail below. In the engine control history storage process, time information when the engine 2 is driven and when the engine 2 is stopped is input from the meter control device 84, the navigation device or the like, and the hybrid control device 7 together with the type of driving and stopping. Is stored in a storage unit (RAM or EEPROM).

  In the engine start timing changing process, the number of engine drivings within a predetermined period is calculated based on the engine control history stored in the engine control history storing process. Here, the predetermined period is, for example, one week, and the timing for calculating the number of engine driving times is when the starting jig of the hybrid vehicle 1 is turned on. That is, in this case, the number of engine drivings in the predetermined period that has elapsed is calculated when the starting jig is turned on after a predetermined period (for example, one week) has elapsed since the previous calculation of the number of engine drivings.

  Then, based on the calculated number of engine drivings within a predetermined period, an area used for determining the engine start determination value by the engine start timing changing process is determined from the map information shown in FIG.

  The determination of the engine start determination value in the second configuration will be described in detail below. The engine control history storage process inputs and stores time information when the engine is driven and when the engine is stopped, as in the first configuration.

  The engine start timing changing process is a predetermined timing, for example, the timing of turning on the start jig of the hybrid vehicle 1, and based on the engine control history stored in the engine control history storing process, specifically, the previous engine 2 is driven. Based on the time information and the current time information, the number of days that the engine 2 is not started is calculated.

  Then, based on the calculated number of days that the engine 2 is not started, an area used by the engine start timing change process for determining the engine start determination value is determined from the map information shown in FIG. 6B.

  The determination of the engine start determination value in the third configuration will be described in detail below. As in the first and second configurations, the engine control history storage process inputs and stores time information when the engine is driven and stopped.

  The engine start timing change process calculates an engine drive time within a predetermined period based on the engine control history stored in the engine control history storage process. Here, the predetermined period is, for example, one week, as in the first configuration, and the timing for calculating the engine driving time is when the starting jig of the hybrid vehicle 1 is turned on. That is, in this case, the engine drive time of the predetermined period that has elapsed is calculated when the start jig is turned on after a predetermined period (for example, one week) has elapsed since the previous calculation of the number of times of engine drive.

  Then, based on the calculated engine driving time within a predetermined period, an area used for determining the engine start determination value by the engine start timing changing process is determined from the map information shown in FIG.

  According to the above-described configuration, the engine start determination value is set to a smaller value as the number of times the engine is driven or the engine drive time is shorter, that is, the less frequently the fuel is used. Can be easily performed, and fuel deterioration can be reduced.

  Further, in the above-described configuration, the engine start process may be configured to forcibly drive the engine when the number of engine drivings within a predetermined period or the engine driving time falls below a predetermined value.

  In other words, in the engine start process, the engine 2 may be forcibly started when the engine start process execution count in a predetermined period after refueling is equal to or less than a predetermined number in the engine control history storage process. In the engine start process, the engine 2 may be forcibly started when the engine control time in a predetermined period after refueling is equal to or less than a predetermined time in the engine control history storage process.

  That is, the engine start process is the value of the engine start determination value of the map information determined to be used for comparison with the required power when the number of times of engine drive within the predetermined period or the engine drive time is less than the predetermined value. Regardless of the vehicle speed, the engine control device 82 is controlled to drive the engine 2.

  Alternatively, the engine start determination value in the shaded area in the map information of FIGS. 6A, 6B, and 6C is set to zero, so that the engine start process is determined to forcibly drive the engine 2. May be.

  According to the above-described configuration, the engine start process determines to forcibly drive the engine 2 in a situation where the fuel is hardly consumed and the possibility that the fuel will deteriorate is extremely high. Certain unused fuel can be reliably reduced from the fuel tank 24.

  From the above description, the engine start timing changing process may be made easy to start the engine 2 according to the deterioration degree of gasoline. Therefore, the engine start timing changing process is not limited to a configuration in which the engine start determination value is decreased as the engine start process execution number and the engine control time are decreased. For example, as the engine start process execution number and the engine control time are decreased The structure which enlarges the request | requirement power with respect to the engine 2 may be sufficient.

  In other words, the engine start timing changing process may be set such that the required vehicle power becomes larger as the engine start process execution count decreases.

  In the engine start timing changing process, the required vehicle power may be set to a larger value as the engine control time becomes shorter.

  In order to realize such a configuration, for example, a predetermined coefficient is set, and the predetermined coefficient is increased as the number of engine start processing executions is reduced or the engine control time is reduced. 7 increases the required power for the engine by setting the value obtained by multiplying the calculated required vehicle power by the predetermined coefficient as the final required vehicle power.

  In the above-described embodiment, the engine start timing change process has been described with respect to the case where the engine start determination value is changed based on the processing results of the fuel change amount calculation process and the engine control history storage process. Instead of the change amount calculation process and the engine control history storage process, the fuel deterioration degree estimation process for estimating the fuel deterioration degree in the fuel tank 24 based on the input signal from the outside, and the fuel deterioration degree estimated in the fuel deterioration degree estimation process Based on the engine start determination value or engine start timing change processing for changing the vehicle required power may be executed.

  In this case, the estimation of the fuel deterioration in the fuel deterioration degree estimation process is performed based on the amount of change in the fuel amount in the fuel tank 24 calculated every predetermined period based on the input signal from the outside, and the number of engine start processes executed in the predetermined period after refueling Based on the engine control time in a predetermined period after refueling or the output from the pressure detection unit (for example, the pressure sensor 245 provided in the fuel tank 24 shown in FIG. 2) provided in the fuel tank 24, every predetermined period. This is performed based on the amount of change in the calculated pressure value.

  In other words, in the fuel deterioration degree estimation process, it is estimated that the fuel is deteriorated as the change amount of the fuel amount is small, the fuel deterioration is estimated as the engine start processing execution number is small, and the engine control time is short. It is estimated that the fuel has deteriorated, and that the greater the amount of change in the pressure value, the more the fuel has deteriorated.

  The calculation of the change amount of the fuel amount, the number of executions of the engine start process, and the engine control time is executed in the same manner as the fuel change amount calculation process and the engine control history storage process.

  The calculation of the change amount of the pressure value will be described in detail below. In the fuel deterioration degree estimation process, the degree of deterioration of the fuel in the fuel tank 24 is estimated based on the amount of change in the output of the pressure sensor 245 provided in the fuel tank 24 shown in FIG. In this case, the engine start determination value set in the map information is set to a smaller value as the degree of deterioration of the fuel in the fuel tank 24 estimated by the fuel deterioration degree estimation process is higher.

  In the map information stored in the storage unit (ROM or EEPROM) of the hybrid control device 7, the engine start determination value is a different value based on the vehicle speed, for example, a smaller value as the vehicle speed is higher, as in the above-described embodiment. It is set to be.

  Further, the engine start determination value set in the map information is set so that, for example, the smaller the change amount of the output value of the pressure sensor 245, the smaller the value, that is, the higher the engine drive probability. That is, in the fuel deterioration degree estimation process, it is determined that the degree of deterioration of the fuel in the fuel tank 24 is higher as the change amount of the output value of the pressure sensor 245 is smaller.

  This is because the fuel in the fuel tank 24 has many light components immediately after refueling and has a large amount of evaporation in a predetermined time. However, when heating is repeated by running and stopping the vehicle, the light components are reduced. This is because the amount of evaporation in a predetermined time decreases due to deterioration.

  As described above, the map information is composed of the engine start determination value set for the vehicle speed and the change amount of the output value of the pressure sensor, as shown in FIG.

  In the fuel deterioration degree estimation process, the output value of the pressure sensor 245 is read at every predetermined timing, stored in the storage unit (RAM or EEPROM) of the hybrid control device 7, and a predetermined period (for example, a predetermined value) of the stored output value of the pressure sensor 245 is stored. The degree of deterioration of the fuel is estimated based on the amount of change at each timing.

  Here, the predetermined timing is, for example, a timing at which a system of the hybrid vehicle 1 is started by turning on a starter jig such as a starter switch of the hybrid vehicle 1.

  In the engine start timing changing process, a region to be used for determining the engine start determination value is determined from the map information shown in FIG. 7 based on the estimation result in the fuel deterioration degree estimation process.

  According to the configuration described above, the engine start determination value is set to a smaller value as the possibility of deterioration of the fuel in the fuel tank 24 increases. Fuel deterioration can be reduced.

  Further, in the above-described configuration, the engine start process is a configuration in which the engine 2 is determined to be forcibly driven when the degree of deterioration of the fuel in the fuel tank 24 estimated by the fuel deterioration level estimation process exceeds a predetermined value. May be.

  In other words, the engine start process is performed regardless of the value of the engine start determination value or the vehicle speed of the map information determined to be used for comparison with the required power when the output value of the pressure sensor 245 exceeds a predetermined value. Then, the engine control device 82 is controlled to drive the engine 2.

  Alternatively, the engine start determination value in the hatched area in the map information of FIG. 7 may be set to zero so that the engine 2 is determined to be forcibly driven in the engine start process.

  According to the above-described configuration, in a situation where the possibility of fuel deterioration is extremely high, the engine start process determines that the engine 2 is forcibly driven. It can be reliably reduced from the tank 24.

  In the above-described embodiment, the hybrid control device 7 has been described with respect to a configuration in which vehicle speed data, fuel amount data, time information, and the like are input from the meter control device 84, the navigation device, and the like. The detection value of the sensor 241 and the vehicle speed sensor may be directly input without using the meter control device 84, and the time information may be directly input without using the meter control device 84, the navigation device, or the like.

  In the above-described embodiment, the configuration in which the hybrid control device 7 according to the present invention is mounted on a so-called plug-in hybrid vehicle that is the hybrid vehicle 1 including the battery 3 and the charging unit 32 that can be charged from the commercial power source has been described. The hybrid controller 7 according to the invention is not limited to plug-in hybrid vehicles.

  For example, the hybrid control device 7 according to the present invention may be mounted on a hybrid vehicle that cannot be charged from a commercial power source. As such a hybrid vehicle, there is a hybrid vehicle of a series system, a parallel system, or a combination system of a series system and a parallel system. The hybrid vehicle uses the fuel less frequently than the conventional vehicle driven only by the engine, and there is a problem that the chance of fuel deterioration is increased compared to the conventional vehicle. However, the hybrid control device 7 according to the present invention is problematic. The occurrence of the problem can be reduced by mounting.

  Depending on the vehicle on which the hybrid control device 7 is mounted, the power split mechanism 61 may not be mounted. In such a case, the hybrid control device 7 (the control device according to the present invention) controls the engine 2 or the drive motor MG2. Then, the control device 7 causes the vehicle to run with one power, or controls the engine 2 and the drive motor MG2 to run the vehicle with both power, and stores information for controlling the engine 2 And a vehicle required power calculation process for calculating the required power of the vehicle based on a signal from the vehicle state detection unit, and a vehicle required power calculated by the vehicle required power calculation process exceeds an engine start determination value stored in the storage unit. The fuel in the fuel tank 24 is based on an engine start process for starting the engine 2 and an external input signal. A control unit that executes an engine start determination value or an engine start timing change process that changes the vehicle required power based on the fuel deterioration degree estimated in the fuel deterioration degree estimation process; It has.

  Alternatively, the control device 7 controls the engine 2 or the drive motor MG2 to run the vehicle with one power, or controls the engine 2 and the drive motor MG2 to run the vehicle with both powers. A storage unit that stores information for controlling the vehicle, a vehicle request power calculation process that calculates a required power of the vehicle based on a signal from the vehicle state detection unit, and a vehicle request power that is calculated by the vehicle request power calculation process When the engine start determination value stored in the unit is exceeded, an engine start process for starting the engine 2, a fuel change amount calculation process for calculating a fuel change amount in the fuel tank 24 based on an external input signal, and a fuel change An engine that changes the engine start determination value or the vehicle required power based on the amount of change calculated by the amount calculation process And a control unit for executing a dynamic timing change processing. In the engine starting process, the engine 2 may be forcibly started when the change amount of the fuel amount in the fuel tank 24 calculated every predetermined period based on an external input signal is equal to or less than a predetermined amount.

  Further, the hybrid control device 7 according to the present invention may be mounted on a vehicle driven only by the engine. Even if the vehicle is driven only by the engine, there is a problem that the possibility of fuel deterioration increases when the owner has few opportunities to get on the vehicle. However, the hybrid control device 7 according to the present invention is mounted. Therefore, the occurrence of the problem can be reduced.

  As described above, the control method according to the present invention controls the engine 2 or the drive motor MG2 to run the vehicle with one power, or controls the engine 2 and the drive motor MG2 to run the vehicle with both powers. A control method for calculating a required power of a vehicle based on a signal from a vehicle state detection unit, and an engine start determination in which the required vehicle power calculated by the required vehicle power calculation step is stored in a storage unit If the value exceeds the value, the engine start step for starting the engine 2, the fuel deterioration degree estimation step for estimating the fuel deterioration degree in the fuel tank 24 based on an external input signal, and the fuel estimated in the fuel deterioration degree estimation step The engine start judgment value or the vehicle required power is changed based on the degree of deterioration. A method of performing a gin start timing changing step.

  Further, the engine 2 or the drive motor MG2 is controlled, and the vehicle is driven by controlling the power split mechanism 61 that transmits one of the power of the engine 2 or the power of the drive motor MG2 to the travel output shaft 62, or A control method for controlling the engine 2 and the drive motor MG2, and for controlling the power split mechanism 61 that transmits the power of the engine 2 and the power of the drive motor MG2 to the travel output shaft 62 to travel the vehicle, and for detecting the vehicle state The vehicle required power calculation step for calculating the required power of the vehicle based on the signal from the unit, and the vehicle required power calculated by the vehicle required power calculation step exceeds the engine start determination value stored in the storage unit, the engine 2 is In addition to starting, the power split mechanism 61 is controlled to transmit the power of the engine 2 to the travel output shaft 61. An engine start step, a fuel deterioration degree estimation step for estimating a fuel deterioration degree in the fuel tank 24 based on an external input signal, an engine start determination value based on the fuel deterioration degree estimated in the fuel deterioration degree estimation step, Alternatively, the engine start timing changing step for changing the vehicle required power is executed.

  The hybrid control device 7 according to the present invention may have a configuration in which the above-described embodiments and configurations are combined.

  In addition, the above-described embodiment is merely an example of the present invention, and it goes without saying that the specific configuration of each block can be changed and designed as appropriate within the scope of the effects of the present invention.

Functional block diagram of hybrid vehicle Illustration of engine and fuel tank Cross section of power split mechanism (A) is explanatory drawing of the map information comprised by the engine starting determination value set with respect to each value of the variation | change_quantity within a predetermined period of a vehicle speed and a fuel, (b) is the variation | change_quantity in the predetermined period of a fuel. Explanatory drawing of map information with engine start determination value set to zero when below predetermined amount The flowchart for demonstrating the process of the hybrid control apparatus 7 by this invention. (A) is explanatory drawing of the map information comprised by the engine start determination value set with respect to the vehicle speed and the frequency | count of a drive within a predetermined period, (b) is set with respect to the vehicle speed and the period when an engine is not driven. FIG. 4C is an explanatory diagram of map information composed of engine start determination values, and FIG. 5C is an explanatory diagram of map information composed of engine start determination values set for vehicle speed and driving time within a predetermined period of the engine. Explanatory drawing which shows the map information comprised by the engine starting determination value set with respect to the output value of a vehicle speed and a pressure sensor Illustration of a two-dimensional map used to calculate the target engine speed and target torque

Explanation of symbols

1: Hybrid vehicle (vehicle)
2: Engine 3: Battery 7: Control device 9: Notification unit 10: Engine start switch 24: Fuel tank 32: Charging unit 61: Power split mechanism 245: Pressure sensor MG: Motor generator

Claims (15)

A control device for controlling the engine or the drive motor to run the vehicle with one power, or for controlling the engine and the drive motor to run the vehicle with both powers,
A storage unit for storing information for controlling the engine;
Vehicle required power calculation processing for calculating the required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation process exceeds an engine start determination value stored in the storage unit, an engine start process for starting the engine;
Fuel deterioration degree estimation processing for estimating the fuel deterioration degree in the fuel tank based on an external input signal;
A control unit for executing engine start timing change processing for changing the engine start determination value or the vehicle required power based on the fuel deterioration level estimated in the fuel deterioration level estimation processing;
A control device comprising: The engine or drive motor is controlled, and a vehicle is driven by controlling a power split mechanism that transmits one of the engine power or the drive motor power to a travel output shaft, or the engine and the drive motor And controlling the power split mechanism that transmits the power of the engine and the power of the drive motor to the travel output shaft to travel the vehicle,
A storage unit for storing information for controlling the engine;
Vehicle required power calculation processing for calculating the required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation process exceeds the engine start determination value stored in the storage unit, the engine is started and the power split mechanism is controlled to control the power of the engine. Engine start processing to be transmitted to the travel output shaft;
Fuel deterioration degree estimation processing for estimating the fuel deterioration degree in the fuel tank based on an external input signal;
A control unit for executing engine start timing change processing for changing the engine start determination value or the vehicle required power based on the fuel deterioration level estimated in the fuel deterioration level estimation processing;
A control device comprising:   The estimation of fuel deterioration in the fuel deterioration degree estimation process is performed by calculating the amount of change in the fuel amount in the fuel tank calculated every predetermined period based on an input signal from the outside, the number of engine start processes executed in a predetermined period after refueling, The engine control time in a later predetermined period, or a change amount of a pressure value calculated every predetermined period based on an output from a pressure detection unit provided in the fuel tank, according to claim 1 or 2. Control device. A control device for controlling the engine or the drive motor to run the vehicle with one power, or for controlling the engine and the drive motor to run the vehicle with both powers,
A storage unit for storing information for controlling the engine;
Vehicle required power calculation processing for calculating the required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation process exceeds an engine start determination value stored in the storage unit, an engine start process for starting the engine;
A fuel change amount calculation process for calculating a fuel change amount in the fuel tank based on an external input signal;
A control unit that executes an engine start timing change process for changing the engine start determination value or the vehicle required power based on the change amount calculated by the fuel change amount calculation process;
A control device comprising: The engine or drive motor is controlled, and a vehicle is driven by controlling a power split mechanism that transmits one of the engine power or the drive motor power to a travel output shaft, or the engine and the drive motor And controlling the power split mechanism that transmits the power of the engine and the power of the drive motor to the travel output shaft to travel the vehicle,
A storage unit for storing information for controlling the engine;
Vehicle required power calculation processing for calculating the required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation process exceeds the engine start determination value stored in the storage unit, the engine is started and the power split mechanism is controlled to control the power of the engine. Engine start processing to be transmitted to the travel output shaft;
A fuel change amount calculation process for calculating a fuel change amount in the fuel tank based on an external input signal;
A control unit that executes an engine start timing change process for changing the engine start determination value or the vehicle required power based on the change amount calculated by the fuel change amount calculation process;
A control device comprising:   In the engine start timing changing process, the engine start determination value to be changed is set so as to become smaller as the change amount of the fuel amount in the fuel tank calculated every predetermined period based on the input signal from the outside becomes smaller. Alternatively, in the engine start timing changing process, the required vehicle power to be changed becomes larger as the change amount of the fuel amount in the fuel tank calculated every predetermined period based on the input signal from the outside becomes smaller. The control device according to claim 4 or 5, wherein the control device is set.   5. The control according to claim 4, wherein the engine starting process forcibly starts the engine when a change amount of a fuel amount in the fuel tank calculated every predetermined period based on an external input signal is equal to or less than a predetermined amount. apparatus.   The engine starting process forcibly starts the engine and changes the power split mechanism when the change amount of the fuel amount in the fuel tank calculated every predetermined period based on an external input signal is below a predetermined amount. The control device according to claim 5, wherein the control device transmits power of the engine to the travel output shaft. A control device for controlling the engine or the drive motor to run the vehicle with one power, or for controlling the engine and the drive motor to run the vehicle with both powers,
A storage unit for storing information for controlling the engine;
Vehicle required power calculation processing for calculating the required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation process exceeds an engine start determination value stored in the storage unit, an engine start process for starting the engine;
Engine control history storage processing for storing engine control history in the storage unit;
And a control unit that executes an engine start timing change process for changing the engine start determination value or the vehicle required power based on the engine control history stored in the storage unit by the engine control history storage process. .   The engine control history in the engine control history storage process is obtained by calculating the number of executions of the engine start process in a predetermined period after refueling. In the engine start timing change process, the engine start determination value decreases as the number of executions decreases. The control device according to claim 9, wherein the controller is set so as to become a value, or the vehicle required power is set so as to become a larger value as the number of executions thereof decreases.   The engine control history in the engine control history storage process is obtained by calculating the engine control time in a predetermined period after refueling, and the engine start timing change process is performed by decreasing the engine start determination value as the engine control time becomes shorter. The control device according to claim 9, wherein the vehicle required power is set to a larger value as the engine control time becomes shorter.   The control device according to claim 10, wherein the engine start process forcibly starts the engine when the engine start process execution count in a predetermined period after refueling is equal to or less than a predetermined number in the engine control history storage process.   The control device according to claim 11, wherein the engine start process forcibly starts the engine when an engine control time in a predetermined period after refueling is equal to or less than a predetermined time in the engine control history storage process. A control method for controlling an engine or a drive motor to drive a vehicle with one power, or controlling the engine and the drive motor to drive a vehicle with both powers,
A vehicle required power calculation step for calculating a required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculation step exceeds the engine start determination value stored in the storage unit, an engine start step for starting the engine;
A fuel deterioration degree estimation step for estimating a fuel deterioration degree in the fuel tank based on an external input signal;
A control method for executing the engine start determination value or the engine start timing changing step for changing the vehicle required power based on the fuel deterioration degree estimated in the fuel deterioration degree estimating step. The engine or drive motor is controlled, and a vehicle is driven by controlling a power split mechanism that transmits one of the engine power or the drive motor power to a travel output shaft, or the engine and the drive motor And controlling the power split mechanism that transmits the power of the engine and the power of the drive motor to the travel output shaft to travel the vehicle,
A vehicle required power calculation step for calculating a required power of the vehicle based on a signal from the vehicle state detection unit;
When the vehicle required power calculated by the vehicle required power calculating step exceeds the engine start determination value stored in the storage unit, the engine is started and the power split mechanism is controlled to drive the engine power. An engine start step to be transmitted to the output shaft;
A fuel deterioration degree estimation step for estimating a fuel deterioration degree in the fuel tank based on an external input signal;
A control method for executing the engine start determination value or the engine start timing changing step for changing the vehicle required power based on the fuel deterioration degree estimated in the fuel deterioration degree estimating step.