JP2017115809A - Hybrid type vehicle driving control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform an early completion of an oxygen sensor trouble diagnosis or catalyst deterioration diagnosis at a hybrid type vehicle driving control device and improve accuracy of the oxygen sensor trouble diagnosis or catalyst deterioration diagnosis.SOLUTION: Engine control means [13] comprises an operation point correction execution part [33] for executing the operation point correction control for correcting a target engine torque and a target motor torque on the basis of a specified correction amount in such a way that the present operation point of an engine [2] may coincide with an operation point of preset superior fuel consumption rate; and an operation point correction limiting part [32] for limiting a specified correction amount for the operation point correction control of the operation point correction execution part [33] during execution of the oxygen sensor trouble diagnosis for at least a front oxygen sensor [17] and a rear oxygen sensor [18] or during execution of the catalyst deterioration diagnosis for a catalyst [9].SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive control apparatus for a hybrid vehicle, and more particularly to a drive control apparatus for a hybrid vehicle that can increase the accuracy of oxygen sensor failure diagnosis or catalyst deterioration diagnosis.

2. Description of the Related Art Conventionally, in a vehicle such as a hybrid vehicle, a front oxygen sensor that includes an engine and a motor generator (generator) as power sources and detects the oxygen concentration in the exhaust gas upstream of a catalyst that purifies the exhaust gas of the engine Some have a drive control device equipped with a rear oxygen sensor for detecting the oxygen concentration in the exhaust gas on the downstream side of the catalyst.
In such a drive control device, the oxygen sensor failure diagnosis of the front oxygen sensor and the rear oxygen sensor or the catalyst deterioration diagnosis of the catalyst is executed.
Examples of the catalyst deterioration diagnosis control device include the following prior art documents.

JP 2014-134164 A

  A catalyst deterioration determination control apparatus according to Japanese Patent Application Laid-Open No. 2014-134164 includes a front oxygen sensor and a rear oxygen sensor, and the output value of the rear oxygen sensor is before execution of forced air-fuel ratio control for forcibly changing the air-fuel ratio. In addition, when it changes to a preset value or more, execution of forced air-fuel ratio control is prohibited and diagnosis of normality or deterioration of the catalyst is performed based on the reaction time of the rear oxygen sensor. .

By the way, in order to execute the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis, it is necessary to perform the engine in a stable state.
However, in the hybrid vehicle, the engine torque is increased by executing the operating point correction control that shifts and corrects the current operating point of the engine so as to approach a preset operating point with a good fuel consumption rate. As a result, the oxygen sensor failure diagnosis or catalyst deterioration diagnosis is interrupted and it takes a long time to complete the oxygen sensor failure diagnosis or catalyst deterioration diagnosis. There is a disadvantage that the accuracy of diagnosis or catalyst deterioration diagnosis is lowered.

  Accordingly, an object of the present invention is to provide a drive control apparatus for a hybrid vehicle that can increase the accuracy of oxygen sensor failure diagnosis or catalyst deterioration diagnosis.

  The present invention comprises an engine and a motor generator as power sources, a front oxygen sensor for detecting the oxygen concentration in the exhaust gas upstream of the catalyst for purifying the exhaust gas of the engine, and the oxygen concentration in the exhaust gas downstream of the catalyst In a hybrid vehicle drive control device including a rear oxygen sensor for detecting the oxygen sensor, an oxygen sensor failure diagnosis unit that performs an oxygen sensor failure diagnosis of the front oxygen sensor and the rear oxygen sensor, and a catalyst deterioration diagnosis of the catalyst An operation for correcting the target engine torque and the target motor torque based on a predetermined correction amount so that the current operating point of the engine matches a preset operating point with a good fuel consumption rate, and a catalyst deterioration determining unit. An operating point correction execution unit for executing point correction control, at least the front oxygen sensor and the rear oxygen sensor. An operating point correction limiting unit that limits the predetermined correction amount of the operating point correction control of the operating point correction execution unit when an oxygen sensor failure diagnosis of the oxygen sensor is being executed or a catalyst deterioration diagnosis of the catalyst is being executed; It is characterized by providing.

  The present invention limits the change in engine torque by operating point correction control so as to reduce the fluctuation of the engine torque when the oxygen sensor failure diagnosis is being executed or when the catalyst deterioration diagnosis is being executed. The deterioration diagnosis can be completed early, and the accuracy of the oxygen sensor failure diagnosis or catalyst deterioration diagnosis can be increased.

FIG. 1 is a system configuration diagram of a vehicle drive control device. (Example 1) FIG. 2 is a block diagram showing a flow of operating point correction control when operating point correction restriction is executed. (Example 1) FIG. 3 is a flowchart of the operating point correction restriction control. (Example 1) FIG. 4 is a graph of the operating point correction restriction control. (Example 1) FIG. 5 is a graph of operating point correction control and operating point correction restriction control in the case of engine torque increase correction. (Example 1) FIG. 6 is a graph of operating point correction control and operating point correction restriction control in the case of engine torque reduction correction. (Example 1) FIG. 7 is a flowchart for stopping the operating point correction control. (Example 2) FIG. 8 is a block diagram showing the flow of operating point correction control when torque change reduction is executed. Example 3 FIG. 9 is a flowchart of torque change reduction control. Example 3

  The object of the present invention is to increase the accuracy of the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis so that the fluctuation of the engine torque is reduced when the oxygen sensor failure diagnosis is being executed or when the catalyst deterioration diagnosis is being executed. The change in the engine torque due to the correction control is limited, and the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is completed at an early stage.

1 to 6 show Embodiment 1 of the present invention.
As shown in FIG. 1, a hybrid vehicle (hereinafter referred to as “vehicle”) 1 includes an engine 2 and a motor generator (generator) 3 as power sources.
The engine 2 burns fuel to generate power. The motor generator 3 generates power by the power of the engine 2 and rotational driving from driving wheels when the vehicle is decelerated, and is supplied from a high voltage battery (hereinafter simply referred to as “battery”) 5 provided in the vehicle 1. Drive torque is generated with electric power. The engine 2 is connected to a transmission 4 that transmits the power of the engine 2 to driving wheels. The battery 5 is composed of a rechargeable secondary battery.
Further, the vehicle 1 is provided with a drive control device 6 for the vehicle 1.
An exhaust passage 8 formed by an exhaust pipe 7 is connected to the engine 2. A catalyst 9 that purifies the exhaust gas of the engine 2 is disposed in the middle of the exhaust passage 8.
The engine 2 also includes an injector (fuel injection valve) 10 that injects fuel into the combustion chamber, a spark plug 11 that ignites the fuel injected into the combustion chamber, and a throttle valve that adjusts the amount of intake air into the combustion chamber. 12 are provided.

The injector 10, the spark plug 11, and the throttle valve 12 are connected to the output side of an engine control means (ECM: Engine Control Module) 13 and are controlled by the engine control means 13. That is, the engine control means 13 outputs a fuel injection amount / fuel injection request signal to the injector 10, outputs an ignition request signal to the spark plug 11, and further supplies a throttle opening request signal for intake air to the throttle valve 12. Is output.
The transmission 4 is connected to transmission control means (TCM: Transmission Control Module) 14 and controlled by the transmission control means 14. The transmission control means 14 outputs a shift state signal to the transmission 4.
The motor generator 3 is connected to hybrid control means (HCU) 16 via an inverter 15 and is controlled by the hybrid control means 16. That is, when the hybrid control means 16 outputs a motor drive request signal to the inverter 15, the inverter 15 outputs a motor voltage adjustment signal to the motor generator 3, and the motor generator 3 is controlled.
The hybrid control unit 16 is connected to the battery 5 and the engine control unit 13, and monitors and outputs a battery state information signal including information such as a charge state of the battery 5 and a cell temperature to the engine control unit 13.

The exhaust passage 8 of the engine 2 includes a front oxygen sensor 17 that detects the oxygen concentration in the exhaust gas in the exhaust passage 8 on the upstream side of the catalyst 9, and the oxygen concentration in the exhaust gas in the exhaust passage 8 on the downstream side of the catalyst 9. And a rear oxygen sensor 18 for detecting. An air-fuel ratio (A / F) sensor may be used instead of the front oxygen sensor 17.
The front oxygen sensor 17 and the rear oxygen sensor 18 are connected to the input side of the engine control means 13. The front oxygen sensor 17 outputs a pre-catalyst oxygen concentration signal as an output value to the engine control means 13. The rear oxygen sensor 18 outputs a post-catalyst oxygen concentration signal as an output value to the engine control means 13.

A transmission control means 14 is connected to the engine control means 13 on the input side. The transmission control unit 14 outputs a shift state signal of the transmission 4 and a torque request signal of the transmission 4 to the engine control unit 13.
Further, on the input side, the engine control means 13 detects the rotational speed state of the wheel and outputs a wheel speed information signal, and detects the vehicle speed that is the speed of the vehicle 1 and outputs the vehicle speed information signal. A vehicle speed sensor 20 for output, an accelerator pedal sensor 21 for detecting the depression state of the accelerator pedal and outputting an accelerator pedal depression amount signal, and detecting the number of revolutions of the crankshaft of the engine 2 as the engine revolution number to obtain engine revolution speed information A crank sensor 22 that outputs a signal and a vehicle running state sensor 23 that detects a running state of the vehicle 1 and outputs a torque request signal of the vehicle 1 are connected.
As the vehicle running state sensor 23, for example, an anti-lock brake system (ABS) or a skid prevention device (ESP) can be used. The anti-lock braking system reduces the occurrence of sliding due to wheel locking, and further outputs a torque request signal to stabilize the vehicle behavior. The skid prevention device stabilizes the posture of the vehicle 1 when turning, and further outputs a torque request signal in order to stabilize the vehicle behavior.

  The engine control means 13 performs so-called fuel cut control for stopping (cutting) the supply of fuel to the engine 2 in order to reduce the fuel consumption rate when a predetermined condition is satisfied when the vehicle 1 is decelerated. A fuel cut control unit 24 to be executed is provided.

FIG. 2 is a block diagram showing the flow of the operating point correction control of the engine 2 when the operating point correction restriction is executed in the first embodiment.
As shown in FIG. 2, the engine control means 13 includes an oxygen sensor failure diagnosis unit 25 that performs oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18, and catalyst deterioration that performs catalyst deterioration diagnosis of the catalyst 9. A determination unit 26 and a best operating point setting unit 27 in which an operating point with a good fuel consumption rate of the engine 2 is set in advance are provided.
Here, the operating point correction control is, for example, correcting the target engine torque and the target motor torque so as to shift the current operating point of the engine 2 to a preset operating point with the best fuel consumption rate. It is.
The oxygen sensor failure diagnosis is, for example, a predetermined operation in which the output value of the front oxygen sensor 17 or the rear oxygen sensor 18 is not less than a specified value or not more than a specified value, or the front oxygen sensor 17 has detected an air-fuel ratio rich state. When the rear oxygen sensor 18 detects a lean state of the air-fuel ratio for a specified time under the conditions, or during fuel cut control of the engine 2, the output value of the front oxygen sensor 17 or the rear oxygen sensor 18 is the air-fuel ratio for the specified time. When a rich state is detected, the failure of the front oxygen sensor 17 or the rear oxygen sensor 18 is diagnosed.
Further, the catalyst deterioration diagnosis is to determine the deterioration of the catalyst 9 from the difference between the output value of the front oxygen sensor 17 and the output value of the rear oxygen sensor 18. For example, the deterioration of the catalyst 9 is determined based on the area difference (time and output value) calculated from the output value of the front oxygen sensor 17 and the output value of the rear oxygen sensor 18, or the engine 2 is at the stoichiometric air-fuel ratio. The time from the lean of the output value of the rear oxygen sensor 18 to the inversion to the rich when the engine 2 is forcibly shifted to the clear rich state, and the clear lean state of the engine 2 from the operating state at the stoichiometric air-fuel ratio This is to measure the time from the rich output value of the rear oxygen sensor 18 to the reversal of lean to the forcible transition to determine the deterioration of the catalyst 9.

As shown in FIG. 2, the engine control means 13 includes a target torque calculator 28, an operating point calculator 29, an operating point correction amount calculator 30, and an operating point correction limit as an operating point correction amount adjuster 31. A unit 32, an operating point correction execution unit 33, an engine output control unit 34, and a motor output request unit 35 are provided.
The target torque calculator 28 calculates a required torque to the vehicle 1 from at least the accelerator pedal depression amount detected by the accelerator pedal sensor 21, and calculates a target engine torque and a target motor torque from the calculated required torque.
More specifically, the target torque calculation unit 28 detects the vehicle speed signal detected by the vehicle speed sensor 20, the accelerator pedal depression amount signal detected by the accelerator pedal sensor 21, and the battery information from the hybrid control means 16. A state signal, a torque request signal of the transmission 4 from the transmission control means 14, and a torque request signal of the vehicle 1 as the vehicle running state detected by the vehicle running state sensor 23 are input, and a map ( The target engine torque and the target motor torque are calculated by (not shown). Then, the target torque calculator 28 outputs the calculated target engine torque signal to the operating point calculator 29 and the operating point correction execution unit 33. The target torque calculation unit 28 outputs the calculated target motor torque signal to the operating point correction execution unit 33.
The operating point calculator 29 receives the target engine torque signal from the target torque calculator 28 and the engine speed signal detected by the crank sensor 22 and calculates the current operating point of the engine 2. Then, the operating point calculator 29 outputs the calculated operating point signal of the engine 2 to the correction amount calculator 30.
The operating point correction amount calculating unit 30 is set in advance from the operating point signal of the engine 2 from the operating point calculating unit 29, the signal of the engine speed detected by the crank sensor 22, and the best operating point setting unit 27. Then, an operation point signal having a good fuel consumption rate is input, and an engine torque correction amount and a motor torque correction amount are calculated. Then, the operating point correction amount calculation unit 30 outputs the calculated engine torque correction amount signal and motor torque correction amount signal to the operating point correction restriction unit 32.

The operating point correction limiting unit 32 includes an engine torque correction amount signal and a motor torque correction amount signal from the operating point correction amount calculation unit 30, an oxygen sensor failure diagnosis state signal from the oxygen sensor failure diagnosis unit 25, and a catalyst. The signal of the catalyst deterioration diagnosis state from the deterioration determination unit 26 is input, and the limited engine torque correction amount and motor torque correction amount are obtained. Then, the operating point correction limiting unit 32 outputs the limited engine torque correction amount signal and the motor torque correction amount signal to the operating point correction execution unit 33.
The operating point correction restricting unit 32 operates the operating point correction control of the operating point correction executing unit 33 at least when the oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 is being executed or when the catalyst deterioration diagnosis of the catalyst 9 is being executed. The predetermined correction amount (to be described later) is limited. This is because when the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is executed, the change in the engine torque by the operating point correction control is limited so as to reduce the fluctuation of the engine torque.
Here, the limitation on the change in engine torque by the operating point correction control is, for example, that correction is performed gradually (the correction amount is gradually increased), thereby reducing the change in engine torque and reducing the operating point of the engine 2. It corrects up to the target operating point.
Specifically, the operating point correction limiting unit 32 sets the operating point correction amount limit when the oxygen sensor failure diagnosis of at least the front oxygen sensor 17 and the rear oxygen sensor 18 is being executed or the catalyst deterioration diagnosis of the catalyst 9 is being executed. The operation point correction execution unit 33 determines the engine torque correction amount for correcting the target engine torque for the operation point correction control and the motor torque correction amount for correcting the target motor torque. The operating point correction restriction control is executed to increase / decrease the correction amount at a predetermined rate. This is because the current operating point of the engine 2 is corrected so as to gradually approach the target operating point, so that when the oxygen sensor failure diagnosis is being executed or the catalyst deterioration diagnosis is being executed, a large engine torque change is caused. This is to prevent this from occurring.

In addition, the operating point correction limiting unit 32 sets at least the oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 or the catalyst deterioration diagnosis of the catalyst 9 as the limitation of the operating point correction position, and When the difference between the preset operating point with a good fuel consumption rate and the current operating point of the engine 2 is greater than or equal to a predetermined value, the engine torque correction amount and the motor torque correction amount are set to the preset fuel consumption rate. The operating point correction limiting control is executed to increase or decrease the current operating point of the engine 2 to a certain amount smaller than a correction amount when the current operating point of the engine 2 is corrected to a good operating point. This is because when the operating point correction amount is large (when the difference between a preset operating point with a good fuel consumption rate and the current operating point of the engine 2 is large), the engine torque varies greatly. This is because the current operating point of 2 is not corrected to a preset operating point with a good fuel consumption rate, but is limited to a certain amount and corrected to suppress fluctuations in engine torque.
As shown in FIG. 4, in the operating point correction control (limit of operating point correction position), the difference between the preset operating point with good fuel consumption rate and the current operating point of the engine 2 is large. (The current operating point is not corrected until a preset operating point with a good fuel consumption rate).
As shown in FIG. 5, in the operating point correction control and the operating point correction limiting control (in the case of engine torque increase correction), the current operating point of the engine 2 is shifted to a preset operating point with a good fuel consumption rate. The increase amount of the engine torque due to the operating point correction is a torque amount that needs to be absorbed by the motor generator 3 (absorbed by the regenerative torque of the motor generator 3 (torque opposite to the increase amount of the engine torque)). In the operating point correction limit control, the engine torque correction amount gradually increases in proportion to time, while the motor torque correction amount gradually decreases in proportion to time, and the engine torque correction amount and the motor torque correction amount are symmetric. It has become.
As shown in FIG. 6, in the operating point correction control and the operating point correction limiting control (in the case of engine torque reduction correction), the current operating point of the engine 2 is shifted to a preset operating point with a good fuel consumption rate. The reduction amount of the engine torque due to the operating point correction is a torque amount that needs to be absorbed by the motor generator 3 (absorbed by the assist torque of the motor generator 3 (torque opposite to the engine torque reduction amount)). In the operating point correction limit control, the engine torque correction amount gradually decreases in proportion to time, while the motor torque correction amount gradually increases in proportion to time, and the engine torque correction amount and the motor torque correction amount are symmetric. It has become.

The operating point correction execution unit 33 corrects the target engine torque and the target motor torque based on a predetermined correction amount so that the current operating point of the engine 2 matches a preset operating point with a good fuel consumption rate. The operating point correction control is executed.
More specifically, the operating point correction execution unit 33 calculates the target engine torque signal and the target motor torque signal from the target torque calculating unit 28 and the adjusted engine torque correction amount from the operating point correction limiting unit 32. The signal, the adjusted motor torque correction amount signal, and the transmission state signal of the transmission 4 from the transmission control means 14 are input, and the corrected target engine torque and target motor torque are obtained. The operating point correction execution unit 33 then outputs the corrected target engine torque signal to the engine output control unit 34. In addition, the operating point correction execution unit 33 outputs the corrected target motor torque to the motor output request unit 35.
The engine output control unit 34 outputs the target engine torque signal input from the operating point correction execution unit 33 to the injector 10, the spark plug 11, and the throttle valve 12 so as to control the engine 2. The plug 11 and the throttle valve 12 are controlled.
The motor output request unit 35 outputs the target motor torque signal input from the operating point correction execution unit 33 to the hybrid control unit 16 as an operating point correction request signal so as to control the motor generator 3. The hybrid control means 16 outputs a motor drive request signal based on the operating point correction request signal input from the engine control means 13 to the inverter 15. The inverter 15 outputs a motor voltage adjustment signal based on the motor drive request signal input from the hybrid control means 16 to the motor generator 3 to control the motor generator 3.

That is, in the first embodiment, the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is performed from the responsiveness by periodically changing the rich state and the lean state of the fuel injection, so that the fuel can be injected as expected. The engine load must be stable.
However, if the engine torque is varied in the operating point correction control, the fuel injection state changes, and the engine state may not be suitable for oxygen sensor failure diagnosis or catalyst deterioration diagnosis.
Therefore, the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is completed at an early stage when the vehicle 1 is used by suppressing the factors that change the engine state and preparing an environment in which the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is easy.

Next, the operating point correction restriction control according to the first embodiment will be described with reference to the flowchart of FIG.
As shown in FIG. 3, when the program of the engine control means 13 is started (step A01), the oxygen sensor failure diagnosis unit 25 first determines whether or not an execution condition for the oxygen sensor failure diagnosis is satisfied (step A02). ).
If this step A02 is YES and the execution condition of the oxygen sensor failure diagnosis is satisfied, the operating point correction limiting unit 32 executes the operating point correction limiting control (step A03).
The execution of the operating point correction restriction control in step A03 includes, for example, the following two types. As the first execution, the correction amount of the current operating point of the engine 2 is gradually increased to reach the target operating point slowly. As the second execution, if the difference between the preset operating point with a good fuel consumption rate and the target operating point is large, the operating point at which the engine torque can be allowed to change (the preset operation with a good fuel consumption rate). The current operating point of the engine 2 is not reached up to the point), and the target operating point is slowly reached (see FIGS. 4 to 6).
Then, it is determined whether or not the oxygen sensor failure diagnosis can be continued (step A04). The determination in step A04 confirms whether or not a predetermined condition for executing the oxygen sensor failure diagnosis is satisfied. On the other hand, if the predetermined condition is not satisfied, the diagnosis is terminated once.
If this step A04 is YES and the oxygen sensor failure diagnosis can be continued, it is determined whether or not the oxygen sensor failure diagnosis is completed (step A05).
If this step A05 is NO and the oxygen sensor failure diagnosis is not completed, the process returns to step A04.
When this step A05 is YES and the oxygen sensor failure diagnosis is completed, when the step A02 is NO and the oxygen sensor failure diagnosis execution condition is not satisfied, and when the step A04 is NO and the oxygen sensor failure diagnosis is Is not possible to continue, it is determined whether or not the catalyst deterioration diagnosis execution condition is satisfied (step A06).
If this step A06 is YES and the catalyst deterioration diagnosis execution condition is satisfied, the operating point correction restriction control is executed (step A07).
The execution of the operating point correction restriction control in step A07 includes, for example, the following two types. As the first execution, the correction amount of the current operating point of the engine 2 is gradually increased to reach the target operating point slowly. As the second execution, if the difference between the preset operating point with a good fuel consumption rate and the target operating point is large, the operating point at which the engine torque can be allowed to change (the preset operation with a good fuel consumption rate). The current operating point of the engine 2 is not reached up to the point), and the target operating point is slowly reached (see FIGS. 4 to 6).
Then, it is determined whether or not the catalyst deterioration diagnosis can be continued (step A08). The determination in step A08 confirms whether or not a predetermined condition for executing the catalyst deterioration diagnosis is satisfied. On the other hand, if the predetermined diagnosis condition is not satisfied, the diagnosis is terminated once.
If this step A08 is YES and the catalyst deterioration diagnosis can be continued, it is determined whether or not the catalyst deterioration diagnosis is completed (step A09).
If this step A09 is NO and the catalyst deterioration diagnosis has not been completed, the process returns to step A08.
When step A09 is YES and the catalyst deterioration diagnosis is completed, when step A06 is NO and the catalyst deterioration diagnosis execution condition is not satisfied, and when step A08 is NO, the catalyst deterioration diagnosis can be continued. If not, the operating point correction restriction control is stopped (step A10).
Thereafter, the program is ended (step A11).

As a result, according to the configuration of the first embodiment, it is possible to suppress the factors that change the state of the engine 2 and prepare an environment in which the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis can be easily performed. Failure diagnosis or catalyst deterioration diagnosis can be completed early, and the accuracy of oxygen sensor failure diagnosis or catalyst deterioration diagnosis can be increased.
More specifically, the operating point correction restricting unit 32 is an operating point correction executing unit when at least the oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 is being executed or the catalyst deterioration diagnosis of the catalyst 9 is being executed. The predetermined correction amount of the 33 operating point correction control is limited. As a result, when the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is executed, the change in the engine torque due to the operating point correction control can be limited so as to reduce the fluctuation of the engine torque.
Further, the operating point correction limiting unit 32 sets the operating point as the operating point correction amount limitation when at least the oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 is being executed or the catalyst deterioration diagnosis of the catalyst 9 is being executed. The engine torque correction amount for correcting the target engine torque of the operation point correction control of the correction execution unit 33 and the motor torque correction amount for correcting the target motor torque are determined by the predetermined correction amount in the operation point correction execution unit 33. The operating point correction limiting control is executed to increase / decrease at a predetermined rate until the limit. Thus, by correcting the current operating point of the engine 2 so as to gradually approach the target operating point, a large engine torque change can be made when the oxygen sensor failure diagnosis is being performed or the catalyst deterioration diagnosis is being performed. Can be prevented from occurring.
Further, the operating point correction limiting unit 32 is configured to perform at least an oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 or a catalyst deterioration diagnosis of the catalyst 9 as a limitation of the operating point correction position, and When the difference between the preset operating point with a good fuel consumption rate and the current operating point of the engine 2 is greater than or equal to a predetermined value, the engine torque correction amount and the motor torque correction amount are set to the preset fuel consumption rate. The operating point correction limiting control is executed to increase or decrease the current operating point of the engine 2 to a certain amount smaller than a correction amount when the current operating point of the engine 2 is corrected to a good operating point. As a result, when the operating point correction amount is large (when the difference between the preset operating point with a good fuel consumption rate and the current operating point of the engine 2 is large), the fluctuation of the engine torque becomes large. Variations in the engine torque can be suppressed by correcting to a fixed amount without correcting up to the set operating point with a good fuel consumption rate.

FIG. 7 shows Embodiment 2 of the present invention.
In the second embodiment, portions having the same functions as those of the first embodiment will be described with the same reference numerals.
The features of the second embodiment are as follows. That is, the operating point correction limiting unit 32 operates at the operating point of the operating point correction execution unit 33 when the oxygen sensor failure diagnosis of at least the front oxygen sensor 17 and the rear oxygen sensor 18 is being executed or the catalyst deterioration diagnosis of the catalyst 9 is being executed. Stop correction control. This is to reduce changes in engine torque, complete oxygen sensor failure diagnosis or catalyst deterioration diagnosis at an early stage, and increase the accuracy of oxygen sensor failure diagnosis or catalyst deterioration diagnosis.
Here, stopping the operating point correction control means not correcting the operating point of the engine 2 (doing not add a correction amount), or setting the correction amount of the operating point of the engine 2 to zero (0). May be corrected (= not corrected as a result).

Hereinafter, stop of the operating point correction control (stop of operating point correction) in the second embodiment will be described with reference to the flowchart of FIG.
As shown in FIG. 7, when the program of the engine control means 13 is started (step B01), the oxygen sensor failure diagnosis 25 first determines whether or not an oxygen sensor failure diagnosis execution condition is satisfied (step B02).
If this step B02 is YES and the oxygen sensor failure diagnosis execution condition is satisfied, the operating point correction limiting unit 32 stops the operating point correction control for the operating point correction executing unit 33 (step B03).
Then, it is determined whether or not the oxygen sensor failure diagnosis can be continued (step B04). The determination in step B04 confirms whether or not a predetermined condition for executing the oxygen sensor failure diagnosis is satisfied. On the other hand, if the predetermined diagnosis condition is not satisfied, the diagnosis is terminated once.
If this step B04 is YES and the oxygen sensor failure diagnosis can be continued, it is determined whether or not the oxygen sensor failure diagnosis is completed (step B05).
If step B05 is NO and the oxygen sensor failure diagnosis is not completed, the process returns to step B04.
If this step B05 is YES and the oxygen sensor failure diagnosis is completed, the step B02 is NO, the oxygen sensor failure diagnosis execution condition is not satisfied, and the step B04 is NO, and the oxygen sensor failure diagnosis Is not possible to continue, it is determined whether or not the catalyst deterioration diagnosis execution condition is satisfied (step B06).
If this step B06 is YES and the catalyst deterioration diagnosis execution condition is satisfied, the operating point correction limiting unit 32 stops the operating point correction control for the operating point correction executing unit 33 (step B07).
Then, it is determined whether or not the catalyst deterioration diagnosis can be continued (step B08).
The determination in step B08 confirms whether or not a predetermined condition for performing the catalyst deterioration diagnosis is satisfied. On the other hand, if the predetermined condition is not satisfied, the diagnosis is terminated once.
If this step B08 is YES and the catalyst deterioration diagnosis can be continued, it is determined whether or not the catalyst deterioration diagnosis is completed (step B09).
If this step B09 is NO and the catalyst deterioration diagnosis is not completed, the process returns to the step B08.
If this step B09 is YES and the catalyst deterioration diagnosis is completed, the step B06 is NO and the catalyst deterioration diagnosis execution condition is not satisfied, and the step B08 is NO and the catalyst deterioration diagnosis can be continued. If not, the operating point correction restricting unit 32 executes operating point correction control on the operating point correction executing unit 33 (step B10).
Thereafter, the program is ended (step B11).

  As a result, in the second embodiment, when the oxygen sensor failure diagnosis or the catalyst deterioration diagnosis is being executed, the operating point correction control of the engine 2 is stopped, so that the change in the engine torque can be reduced. Failure diagnosis or catalyst deterioration diagnosis can be completed early, and the accuracy of oxygen sensor failure diagnosis or catalyst deterioration diagnosis can be increased.

8 and 9 show Embodiment 3 of the present invention.
In the third embodiment, portions that perform the same functions as those of the first embodiment will be described with the same reference numerals.
The features of the third embodiment are as follows. That is, as shown in FIG. 8, in the engine control means 13, the correction amount adjustment unit 31 employs a torque change reduction control unit 36 instead of the operating point correction limiting unit 32 of the first embodiment.
The torque change reduction control unit 36 is performing at least an oxygen sensor failure diagnosis of the front oxygen sensor 17 and the rear oxygen sensor 18 or a catalyst deterioration diagnosis of the catalyst 9 and changing the required torque of the vehicle 1. Torque change reduction control is executed to set the change amount of the motor torque larger than the change amount of the engine torque. This is because the required torque of the vehicle 1 is assisted by the motor torque of the motor generator 3 as much as possible to control the change amount of the engine torque to the minimum.

Next, torque change reduction control according to the third embodiment will be described with reference to the flowchart of FIG.
As shown in FIG. 9, when the program of the engine control means 13 is started (step C01), first, the oxygen sensor failure diagnosis 25 determines whether or not an oxygen sensor failure diagnosis execution condition is satisfied (step C02).
If this step C02 is YES and the oxygen sensor failure diagnosis execution condition is satisfied, the torque change reduction control unit 36 executes torque change reduction control on the operating point correction execution unit 33 (step C03).
The execution of the torque change reduction control in step C03 includes, for example, the following two types. As the first execution, the correction amount of the current operating point of the engine 2 is gradually increased to reach the target operating point slowly. As the second execution, if the difference between the preset operating point with a good fuel consumption rate and the target operating point is large, the operating point at which the engine torque can be allowed to change (the preset operation with a good fuel consumption rate). The current operating point of the engine 2 is not reached up to the point), and the target operating point is slowly reached.
Then, it is determined whether or not the oxygen sensor failure diagnosis can be continued (step C04). The determination in step C04 confirms whether or not a predetermined condition for executing the oxygen sensor failure diagnosis is established. On the other hand, if the predetermined condition is not satisfied, the diagnosis is terminated once.
If this step C04 is YES and the oxygen sensor failure diagnosis can be continued, it is determined whether or not the oxygen sensor failure diagnosis is completed (step C05).
If step C05 is NO and the oxygen sensor failure diagnosis is not completed, the process returns to step C04.
When this step C05 is YES and the oxygen sensor failure diagnosis is completed, when the step C02 is NO and the oxygen sensor failure diagnosis execution condition is not satisfied, and when the step C04 is NO and the oxygen sensor failure diagnosis is Is not possible to continue, it is determined whether or not the catalyst deterioration diagnosis execution condition is satisfied (step C06).
When this step C06 is YES and the catalyst deterioration diagnosis execution condition is satisfied, the torque change reduction control unit 36 executes the torque change reduction control on the operating point correction execution unit 33 (step C07).
The execution of the torque change reduction control in step C07 includes, for example, the following two types. As the first execution, the correction amount of the current operating point of the engine 2 is gradually increased to reach the target operating point slowly. As the second execution, if the difference between the preset operating point with a good fuel consumption rate and the target operating point is large, the operating point at which the engine torque can be allowed to change (the preset operation with a good fuel consumption rate). The current operating point of the engine 2 is not reached up to the point), and the target operating point is slowly reached.
Then, it is determined whether or not the catalyst deterioration diagnosis can be continued (step C08). The determination in step C08 confirms whether or not a predetermined condition for executing the catalyst deterioration diagnosis is satisfied. On the other hand, if the predetermined diagnosis condition is not satisfied, the diagnosis is terminated once.
If this step C08 is YES and the catalyst deterioration diagnosis can be continued, it is determined whether or not the catalyst deterioration diagnosis is completed (step C09).
If this step C09 is NO and the catalyst deterioration diagnosis is not completed, the process returns to the step C08.
When step C09 is YES and the catalyst deterioration diagnosis is completed, when step C06 is NO and the catalyst deterioration diagnosis execution condition is not satisfied, and when step C08 is NO and the catalyst deterioration diagnosis can be continued. Otherwise, the torque change reduction control unit 36 stops the torque change reduction control (step C10).
Thereafter, the program is ended (step C11).

  As a result, in the third embodiment, the torque change reduction control unit 36 is performing an oxygen sensor failure diagnosis of at least the front oxygen sensor 17 and the rear oxygen sensor 18 or a catalyst deterioration diagnosis of the catalyst 9, and When the required torque changes, torque change reduction control is executed to set the change amount of the motor torque larger than the change amount of the engine torque. Thereby, the required torque of the vehicle 1 can be assisted by the motor torque of the motor generator 3 as much as possible, and the amount of change in the engine torque can be minimized.

  The drive control device of the present invention is not limited to a hybrid vehicle and can be applied to various vehicles.

1 Vehicle (Hybrid vehicle)
2 Engine 3 Motor generator 4 Transmission 6 Drive control device 8 Exhaust passage 9 Catalyst 13 Engine control means (ECM)
14 Transmission control means (TCM)
15 Inverter 16 Hybrid control means (HCU)
DESCRIPTION OF SYMBOLS 17 Front oxygen sensor 18 Rear oxygen sensor 25 Oxygen sensor failure diagnostic part 26 Catalyst degradation determination part 27 Best operating point setting part 28 Target torque calculating part 29 Operating point calculating part 30 Operating point correction amount calculating part 31 Operating point correction amount adjusting part 32 Operating point correction restriction unit 33 Operating point correction execution unit 34 Engine output control unit 35 Motor output request unit 36 Torque change reduction control unit

Claims (5)

  A front oxygen sensor that includes an engine and a motor generator as a power source and detects the oxygen concentration in the exhaust gas upstream of the catalyst that purifies the exhaust gas of the engine, and the rear that detects the oxygen concentration in the exhaust gas downstream of the catalyst In the drive control apparatus for a hybrid vehicle including an oxygen sensor, an oxygen sensor failure diagnosis unit that performs an oxygen sensor failure diagnosis of the front oxygen sensor and the rear oxygen sensor, and a catalyst deterioration determination unit that performs a catalyst deterioration diagnosis of the catalyst Operating point correction control for correcting the target engine torque and the target motor torque based on a predetermined correction amount so that the current operating point of the engine matches a preset operating point with a good fuel consumption rate. An operating point correction execution unit to be executed, and at least the front oxygen sensor and the rear oxygen sensor An operating point correction limiting unit that limits the predetermined correction amount of the operating point correction control of the operating point correction execution unit when an oxygen sensor failure diagnosis is being performed or a catalyst deterioration diagnosis of the catalyst is being performed. A drive control apparatus for a hybrid vehicle characterized by the above.   The operating point correction limiting unit is configured to perform the operating point correction of the operating point correction execution unit when an oxygen sensor failure diagnosis of at least the front oxygen sensor and the rear oxygen sensor is being executed or when a catalyst deterioration diagnosis of the catalyst is being executed. An engine torque correction amount for correcting the target engine torque for control and a motor torque correction amount for correcting the target motor torque at a predetermined ratio up to the predetermined correction amount in the operating point correction execution unit. 2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein operating point correction limiting control for limiting by increasing / decreasing is executed.   The operating point correction limiting unit is performing at least an oxygen sensor failure diagnosis of the front oxygen sensor and the rear oxygen sensor or a catalyst deterioration diagnosis of the catalyst, and has a good fuel consumption rate set in advance. If the difference between the operating point and the current operating point of the engine is greater than or equal to a predetermined value, the engine torque correction amount and the motor torque correction amount are set to the preset operating point with good fuel consumption rate. 3. The operating point correction limiting control is executed, wherein the operating point correction limiting control is performed to increase or decrease at a predetermined rate up to a certain amount smaller than a correction amount when the current operating point of the engine is corrected. The drive control apparatus of the hybrid type vehicle described.   The operating point correction limiting unit is configured to perform the operating point correction of the operating point correction execution unit when an oxygen sensor failure diagnosis of at least the front oxygen sensor and the rear oxygen sensor is being executed or when a catalyst deterioration diagnosis of the catalyst is being executed. 2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein the control is stopped.   A front oxygen sensor that includes an engine and a motor generator as a power source and detects the oxygen concentration in the exhaust gas upstream of the catalyst that purifies the exhaust gas of the engine, and the rear that detects the oxygen concentration in the exhaust gas downstream of the catalyst In the drive control apparatus for a hybrid vehicle including an oxygen sensor, an oxygen sensor failure diagnosis unit that performs oxygen sensor failure diagnosis of the front oxygen sensor and the rear oxygen sensor, and a deterioration determination unit that performs catalyst deterioration diagnosis of the catalyst A target torque calculating unit that calculates a required torque to the vehicle from at least an accelerator pedal depression amount, calculates a target engine torque and a target motor torque from the required torque, and oxygen of at least the front oxygen sensor and the rear oxygen sensor Sensor failure diagnosis is being performed or the catalyst of the catalyst Torque change reduction control unit for executing torque change reduction control for setting the change amount of the motor torque to be larger than the change amount of the engine torque when the control diagnosis is being executed and the required torque to the vehicle changes A drive control apparatus for a hybrid vehicle, comprising:

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