JP3575763B2 - Hybrid vehicle control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for a hybrid vehicle including an engine and a motor as prime movers.
[0002]
[Prior art]
2. Description of the Related Art A hybrid vehicle having an engine and a motor as a prime mover has been conventionally known. As a control device for a prime mover of such a hybrid vehicle, for example, a control device described in Patent Document 1 considers an output distribution of an engine and a motor. Known as technology.
[0003]
[Patent Document 1]
JP-A-8-82232
In this device, when the accelerator pedal is depressed and the output torque required by the vehicle driver increases rapidly, the output torque of the engine is gradually increased (specifically, the intake air amount of the engine is gradually increased. On the other hand, torque distribution control is performed to rapidly increase the output torque of the motor to compensate for the shortage of the engine output torque. This is because attention is paid to the point that the air-fuel ratio changes and the exhaust gas characteristics deteriorate when the intake supply amount of the engine is rapidly increased, and this is prevented.
[0004]
[Problems to be solved by the invention]
In general, the amount of intake air of the engine does not immediately increase even when the throttle valve is opened, so that the engine output has a characteristic that rises with a delay from the time when the throttle valve is opened. In the above-described conventional apparatus, the output distribution of the motor and the engine according to the dynamic delay of the engine is not taken into consideration, and there is a case where a torque shock occurs at the time of rapid acceleration.
[0005]
Further, when the throttle valve is rapidly opened as shown in FIG. 15A, the motor output is changed in response to the opening of the throttle valve without performing control to gradually increase the engine output (FIG. 15A). There is also known a method of increasing the number as shown in c). However, in this method, there is a problem that the combined driving force of the engine and the motor changes as shown in FIG. 3D, and that an increase in the motor output precedes an increase in the engine output, causing a torque shock.
[0006]
The present invention has been made in view of the above points, and an object of the present invention is to provide a control device for a hybrid vehicle that can prevent occurrence of torque shock while maintaining good drivability.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the invention according to claim 1 includes an engine for driving a drive shaft of a vehicle, a motor for assisting the drive shaft with electric energy, storing the electric energy and supplying electric power to the motor. A hybrid vehicle control device comprising: a power storage unit that supplies the target vehicle; a target driving force calculation unit that calculates a target driving force of the vehicle according to an operation state of the vehicle; and a remaining capacity of the stored electric energy. Remaining capacity calculation means, and an output distribution setting means for setting a distribution ratio which is a ratio of a drive amount to be output by the motor in the target driving force according to the calculated remaining capacity; Request output calculation means for calculating a required output of the motor according to the distribution ratio; and control means for controlling the motor so as to obtain the calculated required output. , Wherein, when a change amount of the requested output exceeds a predetermined reference value, and the predetermined reference value the variation of the motor outputThe predetermined reference value increases as the change amount of the required output increases.It is characterized by doing.
[0008]
According to this configuration, the required output of the motor is calculated in accordance with the target driving force of the vehicle, and the motor is controlled so as to obtain the calculated required output. When the value exceeds the predetermined value, the amount of change in the motor output is set to a predetermined reference value, so that the motor output gradually changes until it reaches a value corresponding to the required output. As a result, the motor output changes almost in synchronization with the change in the engine output that is delayed with respect to the change in the target driving force, so that the combined driving force of the motor output and the engine output changes smoothly, preventing torque shock. can do. In addition, the time delay from the change in the target driving force to the rise of the combined driving force is minimized (that is, equal to or less than a vehicle without driving assistance by a motor) within a range in which torque shock does not occur. Sex can be maintained.Further, according to this configuration, the predetermined reference value increases as the change amount of the required output of the motor increases, so that the motor output is increased or decreased at an appropriate change rate corresponding to the change amount of the required output of the motor. And the vehicle can be driven more smoothly.
[0011]
In order to achieve the above object, the invention according to claim 2 provides an engine that drives a drive shaft of a vehicle, a motor that assists the drive shaft with electric energy, stores the electric energy, and supplies electric power to the motor. A hybrid vehicle control device comprising: a power storage unit that supplies the target vehicle; a target driving force calculation unit that calculates a target driving force of the vehicle according to an operation state of the vehicle; and a remaining capacity of the stored electric energy. Remaining capacity calculation means, and an output distribution setting means for setting a distribution ratio which is a ratio of a drive amount to be output by the motor in the target driving force according to the calculated remaining capacity; Request output calculation means for calculating the required output of the motor according to the distribution ratio, and control means for controlling the motor such that the calculated required output is obtained,A speed change mechanism provided between the drive shaft of the vehicle, the engine, and the motor; and a speed ratio detection unit that detects a speed ratio of the speed change mechanism, wherein the control unit includes:When the amount of change in the required output exceeds a predetermined reference value, the amount of change in the motor output is used as the predetermined reference value,The change rate of the motor output is set according to at least one of a parameter related to the change amount of the required output and the detected gear ratio.
[0012]
According to this configuration, the change rate of the motor output is set according to the parameter related to the change amount of the required output and / or the speed ratio of the transmission. The motor output can be increased or decreased at an appropriate rate of change, and the vehicle can be driven more smoothly.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0014]
FIG. 1 is a diagram schematically showing the configuration of a drive system of a hybrid vehicle and a control device therefor according to an embodiment of the present invention (components such as sensors and actuators are omitted). The drive shaft 2 driven by the “engine” 1 is configured to drive the drive wheels 5 via the speed change mechanism 4. The motor 3 is provided so as to directly drive the drive shaft 2 to rotate, and has a regenerative function of converting kinetic energy due to rotation of the drive shaft 2 into electric energy and outputting the same. The motor 3 is connected to a supercapacitor (electric double layer capacitor having a large capacitance) 14 via a power drive unit (hereinafter referred to as “PDU”) 13, and controls driving and regeneration via the PDU 13.
[0015]
An engine electronic control unit (hereinafter referred to as “ENGECU”) 11 for controlling the engine 1, a motor electronic control unit (hereinafter referred to as “MOTECU”) 12 for controlling the motor 3, and management for performing energy management based on the determination of the state of the supercapacitor 14. An electronic control unit (hereinafter referred to as “MGECU”) 15 and a transmission mechanism electronic control unit (hereinafter referred to as “T / MECU”) 16 for controlling the transmission mechanism 4 are provided, and these ECUs mutually communicate via a data bus 21. It is connected. The ECUs mutually transmit detection data, flag information, and the like via the data bus 21.
[0016]
FIG. 2 is a diagram showing the configuration of the engine 1, the ENGECU 11, and its peripheral devices. A throttle valve 103 is arranged in the intake pipe 102 of the engine 1. A throttle valve opening (θTH) sensor 104 is connected to the throttle valve 103, and outputs an electric signal corresponding to the opening of the throttle valve 103 to supply the electric signal to the ENGECU 11. The throttle valve 103 is of a so-called drive-by-wire type (DBW), and is connected with a throttle actuator 105 for electrically controlling the valve opening. The operation of the throttle actuator 105 is controlled by the ENGECU 11.
[0017]
A fuel injection valve 106 is provided for each cylinder between the engine 1 and the throttle valve 103 and slightly upstream of an intake valve (not shown) of the intake pipe 102. Each fuel injection valve 106 is provided with a pressure regulator (not shown). ) Is connected to a fuel tank (not shown) and is also electrically connected to the ENGECU 11, and a signal from the ENGECU 11 controls a valve opening time and a valve opening timing of the fuel injection valve 106.
[0018]
Immediately downstream of the throttle valve 103, an intake pipe absolute pressure (PBA) sensor 108 is provided via a pipe 107. The absolute pressure signal converted into an electric signal by the absolute pressure sensor 108 is supplied to the ENGECU 11.
[0019]
Further, an intake air temperature (TA) sensor 109 is attached downstream of the absolute pressure sensor 108, detects the intake air temperature TA, outputs a corresponding electric signal, and supplies the electric signal to the ENGECU 11. The engine water temperature (TW) sensor 110 mounted on the main body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) TW, outputs a corresponding temperature signal, and supplies it to the ENGECU 11.
[0020]
An engine speed (NE) sensor 111 is mounted around a camshaft (not shown) or around a crankshaft of the engine 1 and a signal pulse (hereinafter referred to as a “TDC signal pulse”) at a predetermined crank angle position every 180 ° rotation of the crankshaft of the engine 1. ), And the TDC signal pulse is supplied to the ENGECU 11.
[0021]
The ignition plug 113 of each cylinder of the engine 1 is connected to the ENGECU 11, and the ignition timing is controlled by the ENGECU 11.
[0022]
A three-way catalyst 115 for purifying HC, CO, NOx and the like in exhaust gas is mounted in the middle of an exhaust pipe 114 of the engine 1, and an air-fuel ratio (LAF) sensor 117 is mounted upstream thereof. Have been. The LAF sensor 117 outputs an electric signal substantially proportional to the oxygen concentration in the exhaust gas and supplies the electric signal to the ENGECU 11. The LAF sensor 117 can detect the air-fuel ratio of the air-fuel mixture supplied to the engine 1 over a wide range from the stoichiometric air-fuel ratio to the lean side to the rich side.
[0023]
The three-way catalyst 115 is provided with a catalyst temperature (TCAT) sensor 118 for detecting the temperature, and a detection signal is supplied to the ENGECU 11. A vehicle speed sensor 119 for detecting a vehicle speed VCAR of the vehicle and an accelerator opening sensor 120 for detecting an accelerator pedal depression amount (hereinafter referred to as “accelerator opening”) θAP are connected to the ENGECU 11. The detection signal is supplied to the ENGECU 11.
[0024]
The ENGECU 11 shapes input signal waveforms from various sensors, corrects a voltage level to a predetermined level, converts an analog signal value to a digital signal value, and the like, and a central processing circuit (hereinafter referred to as a “CPU”). ), Storage means for storing various calculation programs executed by the CPU, calculation results, and the like, an output circuit for supplying a drive signal to the fuel injection valve 106 and the ignition plug 113, and the like. The basic configuration of the other ECUs is the same as that of the ENGECU 11.
[0025]
FIG. 3 is a diagram showing in detail a connection state of the motor 3, the PDU 13, the super capacitor 14, the MOTECU 12, and the MGECU 15.
[0026]
The motor 3 is provided with a motor speed sensor 202 for detecting the speed of the motor 3, and the detection signal is supplied to the MOTECU 12. The connection line connecting the PDU 13 and the motor 3 is provided with a current / voltage sensor 201 for detecting the voltage and current supplied to the motor 3 or output from the motor 3. Specifically, a temperature sensor 203 for detecting the protection resistance of the drive circuit of the motor 3 or the temperature TD of the IGBT module (switching circuit) is provided. The detection signals of these sensors 201 and 203 are supplied to the MOTECU12.
[0027]
A connection line connecting the supercapacitor 14 and the PDU 13 is provided with a voltage / current sensor 204 for detecting a voltage between output terminals of the supercapacitor 14 and a current output from the supercapacitor 14 or supplied to the supercapacitor 14. The detection signal is supplied to the MGECU 15.
[0028]
FIG. 4 is a diagram illustrating a connection state between the transmission mechanism 4 and the T / MECU 16. The transmission mechanism 4 is provided with a gear position sensor 301 for detecting a gear position GP, and a detection signal is supplied to the T / MECU 16. In the present embodiment, since the transmission mechanism 4 is an automatic transmission, the transmission actuator 302 is provided, and its operation is controlled by the T / MECU 16.
[0029]
FIGS. 5 and 6 are flowcharts showing a procedure of a driving force distribution process for determining how much the entire required driving force, that is, the driving force required by the driver to the vehicle, is distributed to the motor 3 and the engine 1. Is executed by the MOTECU 12 every predetermined time (for example, 1 msec). Note that the present process may be configured to be executed by the MGECU 15.
[0030]
In FIG. 5, first, in step S1, the remaining capacity of the super capacitor 14 is detected by, for example, the following method.
[0031]
That is, the output current and the input current (charging current) of the capacitor detected by the current / voltage sensor 204 are integrated at predetermined time intervals, and the integrated discharge amount CAPADISH (positive value) and the integrated charge amount CAPACHG (negative value) ) Is calculated, and the remaining capacity of the capacitor CAPAREM is calculated by the following equation (1).
[0032]
CAPAREM = CAPAFULL- (CAPADISH + CAPACHG) (1)
Here, CAPAFULL is a dischargeable amount when the supercapacitor 14 is in a full charge (full charge) state.
[0033]
Then, the calculated remaining capacity of the capacitor CAPAREM is corrected by the internal resistance of the supercapacitor 14 which changes with temperature or the like, and the final remaining capacity of the supercapacitor 14 is detected. In the following description, the ratio (%) of the corrected remaining capacity to the full charge dischargeable amount CAPAFULL is referred to as remaining capacity CAPAREMC.
[0034]
In the present embodiment, the remaining capacity of the supercapacitor 14 is detected. Alternatively, the open-end voltage of the supercapacitor 14 may be detected.
[0035]
Next, in step S2, in accordance with the detected remaining capacity, the distribution amount on the motor 3 side, that is, the driving amount to be output by the motor 3 during the entire required driving force (target driving power POWERCOM) (this amount is the target driving force). PRATIO (hereinafter, referred to as “distribution ratio” to be expressed as a ratio to force) is determined by searching the output distribution ratio setting table.
[0036]
FIG. 7 is a diagram illustrating an example of the output allocation ratio setting table, in which the horizontal axis indicates the remaining capacity CAPAREMC of the supercapacitor 14, and the vertical axis indicates the allocation ratio PRATIO. In the output distribution ratio setting table, the distribution ratio with respect to the remaining capacity at which the charging and discharging efficiency of the supercapacitor 14 is the best is set in advance.
[0037]
In the following step S3, the accelerator-throttle characteristic setting table shown in FIG. 8 is searched according to the accelerator opening θAP detected by the accelerator opening sensor 120, and a command value (hereinafter, “throttle valve”) for the throttle actuator 105 is obtained. ΘTHCOM).
[0038]
In the accelerator-throttle characteristic setting table in this embodiment, as shown in FIG. 8, the accelerator opening θAP is directly used as the command value θTHCOM, but it goes without saying that the present invention is not limited to this.
[0039]
In step S4, a setting table of motor output distribution according to the throttle valve opening shown in FIG. 9 is searched according to the determined throttle valve opening command value θTHCOM, and a distribution ratio PRATIOTH is determined.
[0040]
As shown in FIG. 9, the setting table of the motor output distribution according to the throttle valve opening indicates that the motor output is increased when the throttle valve opening command value θTHCOM is close to full open (for example, 50 degrees or more). Is set.
[0041]
In the present embodiment, the distribution ratio PRATIOTH is determined in accordance with the throttle valve opening command value θTHCOM. However, the present invention is not limited to this, and one or more of the vehicle speed and the engine speed may be determined. May be used as a parameter to determine this distribution ratio.
[0042]
In the following step S5, a target output map shown in FIG. 10 is searched according to the throttle valve opening command value θTHCOM and the engine speed NE to determine a target driving force POWERCOM.
[0043]
Here, the target output map refers to a map for determining a target driving force POWERCOM requested by the driver, and a throttle valve opening command value θTHCOM (the throttle valve opening command value is one pair with the accelerator opening θAP. 1, the target driving force POWERCOM is set according to the accelerator opening θAP) and the engine speed NE.
[0044]
Further, in step S6, a correction term θTHADD of the throttle valve opening for generating the target driving force POWERCOM (that is, the target driving force POWERCOM is generated when the throttle valve opening is set to θTHCOM + θTHADD) is calculated. In step S7, the vehicle state determination map shown in FIG. 11 is searched according to the vehicle speed VCAR detected by the vehicle speed sensor 119 and the engine margin output EXPOWER to determine the vehicle running state VSTATUS.
[0045]
Here, the margin output EXPOWER of the engine is calculated by the following equation (2).
[0046]
EXPOWER = POWERCOM-RUNRST (2)
However, RUNRST refers to the running resistance of the vehicle, and is determined by searching a RUNRST table (not shown) set according to the vehicle speed VCAR. The target driving force POWERCOM and the running resistance RUNRST are set, for example, in units of W (watts).
[0047]
The running state VSTATUS determined by the vehicle speed VCAR and the margin output EXPOWER as described above refers to the assist distribution ratio of the motor 3 to the margin output EXPOWER, and is set to, for example, an integer value from 0 to 200 (unit is%). When the running state VSTATUS is "0", the vehicle is not assisted (deceleration state or cruise state). When the running state VSTATUS is larger than "0", the vehicle is in the assisted state (assist state).
[0048]
In the following step S8, it is determined whether or not the running state VSTATUS is greater than "0". When VSTATUS> 0, that is, when the vehicle is in the assist state, the process proceeds to step S9 in FIG. That is, when the vehicle is in the deceleration state or the cruise state, the mode is set to the regeneration mode (the deceleration regeneration mode or the cruise charging mode), and the process proceeds to step S12 in FIG.
[0049]
In step S9, the motor required output MOTORPOWER is calculated by the following equation (3).
[0050]
MOTORPOWER = POWERCOM × PRATIO × PRATIOTH × VSTATUS (3)
Next, a MOTORCOM calculation process (FIG. 12) for calculating a motor output command value MOTORCOM according to the requested output MOTORPOWER is executed (step S10).
[0051]
In step S41 of FIG. 12, the required output change amount DMPOWER, which is a deviation between the current required output MOTORPOWER calculated in step S9 and the previous required motor output MOTORPOWER (n-1), is calculated by the following equation (4). . (N-1) is added to indicate that it is the previous value.
[0052]
DMPOWER = MOTORPOWER-MOTORPOWER (n-1) (4)
Then, the RMPOWER map is searched according to the required output change amount DMPOWER and the gear position GP, and a reference output change amount RMPOWER corresponding to the upper limit value of the change amount (change rate) per unit time of the motor required output MOTORPOWER is calculated ( Step S42). The RMPOWER map is set such that the reference output change amount RMPOWER increases as the required output change amount DMPOWER increases and the speed ratio (driven side rotation speed / drive side rotation speed) corresponding to the gear position GP increases. Have been. The reference output change amount RMPOWER when the required output change amount DMPOWER is a negative value is set to a negative value.
[0053]
In step S43, it is determined whether or not the absolute value of the required output change amount DMPOWER is greater than the absolute value of the reference output change amount RMPOWER. When | DMPOWER | ≦ | RMPOWER |, the motor output command value MOTORCOM is changed. The request output MOTORPOWER calculated in step S9 is set (step S45). On the other hand, when | DMPOWER |> | RMPOWER |, the motor output command value MOTORCOM is calculated by the following equation (5) (step S44).
[0054]
MOTORCOM = MOTERPOWER (n-1) + RMPOWER ... (5)
Through steps S43 to S45, the amount of change (current value-previous value) of the motor output command value MOTORCOM is suppressed to the reference output change amount RMPOWER or less. As a result, when the motor required output MOTORPOWER changes as shown by the solid line in FIG. 13, the motor output command value MOTORCOM gradually changes as shown by the broken line in FIG. Further, for example, as shown in FIG. 15A, when the driver of the vehicle depresses the accelerator pedal and the throttle valve is opened, the motor output command value MOTORCOM, that is, the motor output becomes as shown in FIG. Since the motor output gradually changes as shown in the figure and the motor output increases substantially in synchronization with the change in the engine output, the combined driving force of the motor output and the engine output increases smoothly as shown in FIG. Can be prevented.
[0055]
Further, since the reference output change amount RMPOWER is set so as to increase as the speed ratio increases as described above, when the speed ratio is high, the motor output changes quickly, and a desired driving force is obtained early. When the gear ratio is low, the motor output changes at a low rate of change, and torque shock can be avoided.
[0056]
Returning to FIG. 6, in step S11, a correction term (reduced value) θTHASSIST for controlling the target value θTHO of the throttle valve opening in the closing direction according to the motor output command value MOTORCOM calculated in step S10 is calculated. Proceed to step S18.
[0057]
The correction term θTHASSIST is for suppressing the output of the engine 1 by an amount corresponding to the increase of the output of the motor 3 with the motor output command value MOTORCOM. The reason for calculating the correction term θTHASSIST is as follows.
[0058]
That is, the target value θTHO of the throttle valve opening is determined by the sum of the throttle valve opening command value θTHCOM determined in step S3 and the correction term θTHADD calculated in step S6, and the throttle actuator is determined by the target value θTHO. When the engine 105 is controlled, the target driving force POWERCOM is generated only by the output of the engine 1. Therefore, when the motor 3 is controlled by the motor output command value MOTORCOM converted in step S10 without correcting the target value θTHO, the sum of the output of the engine 1 and the output of the motor 3 becomes the target driving power POWERCOM. , And a driving force higher than the driving force requested by the driver is generated. For this reason, the output of the engine 1 corresponding to the output of the motor 3 is suppressed, whereby the correction term θTHASSIST is set so that the sum of the output of the motor 3 and the output of the engine 1 becomes the target driving power POWERCOM. Calculated.
[0059]
In step S12, it is determined whether or not the current regeneration mode is the deceleration regeneration mode. This determination is performed based on the margin output EXPOWER, and is performed by determining whether EXPOWER <0 (or whether it is smaller than a negative predetermined value near 0). This determination may be made by determining whether or not the change amount DAP of the accelerator opening θAP is smaller than a predetermined negative amount DAPD (in that case, the deceleration regeneration mode is set when DAP <DAPD). It is determined, and when DAP ≧ DAPD, the cruise regeneration mode is determined).
[0060]
In step S12, when the margin output EXPOWER is smaller than 0 (when smaller than the negative predetermined value near 0), the mode is determined to be the deceleration regeneration mode, and the motor request output MOTORPOWER is set to the deceleration regeneration output REGPOWER (step S13). ). Here, the deceleration regeneration output REGPOWER uses a value calculated in a deceleration regeneration processing routine (not shown).
[0061]
In the subsequent step S14, the optimal throttle valve opening target value θTHO in the deceleration regeneration mode, that is, the target value θTHO of the throttle valve opening calculated in the deceleration regeneration processing routine is read and set, and then the process proceeds to step S19.
[0062]
On the other hand, in step S12, when the margin output EXPOWER is a value near 0 (the running state VSTATUS is 0 because the answer in step S8 is negative (NO)), it is determined that the vehicle is in the cruise charging mode. The motor request output MOTORPOWER is set to the cruise charge output CRUISEPOWER (step S15). Here, the cruise charge output CRUISEPOWER uses a value calculated in a cruise charge processing routine (not shown).
[0063]
In the following step S16, the above-described processing of FIG. 12 is executed to calculate the motor output command value MOTORCOM. In step S17, the target value θTHO of the throttle valve opening is set in the opening direction in accordance with the motor output command value MOTORCOM. After calculating the correction term (increase value) θTHSUB for control, the process proceeds to step S18.
[0064]
Here, the reason why the correction term θTHSUB is calculated is exactly the same as the reason why the correction term θTHASSIST is calculated.
[0065]
That is, in the cruise charging mode, the motor request output MOTORPOWER is set to the opposite sign to the motor request output MOTORPOWER in the assist mode. That is, the motor 3 is controlled in a direction to decrease the target driving force POWERCOM by the motor output command value MOTORCOM in the cruise charging mode. Therefore, in the cruise charging mode, in order to maintain the target driving force POWERCOM, the output reduced by the motor output command value MOTORCOM must be covered by the output of the engine 1.
[0066]
In step S18, the target value θTHO of the throttle valve opening is calculated by the following equation (6).
[0067]
θTHO = θTHCOM + θTHADD + θTHSUB−θTHASSIST ‥‥ (6)
In a succeeding step S19, it is determined whether or not the target value .theta.THO of the throttle valve opening is equal to or more than a predetermined value .theta.THREF. When .theta.THO <.theta.THREF, it is determined whether or not the intake pipe absolute pressure PBA is equal to or less than a predetermined value PBAREF. (Step S20).
[0068]
When PBA> PBAREF in step S20, the present driving force distribution process is terminated. On the other hand, when θTHO ≧ θTHREF in step S19, or when PBA ≦ PBAREF in step S20, the transmission ratio of the transmission mechanism 4 is set to the low speed ratio. After changing to the (Low) side (step S21), the present driving force distribution processing ends.
[0069]
In the state where the process shifts to step S21, the remaining capacity of the supercapacitor 14 decreases and the required motor output MOTORPOWER decreases, and it is necessary for the engine 1 to cover this decrease. It is in a state that does not raise. At this time, the speed ratio of the speed change mechanism 4 is changed to the low speed ratio side, the torque generated in the drive shaft 2 is kept constant (the same torque as before shifting to step S21), and drivability is maintained. . The gear ratio changing process is actually executed by the T / MECU 16 in accordance with an instruction from the MOTECU 12.
[0070]
Next, the engine control executed by the ENGECU 11 will be described.
[0071]
FIG. 14 is a flowchart showing the overall configuration of the engine control process. This process is executed by the ENGECU 11 at predetermined time intervals, for example.
[0072]
First, various engine operation parameters such as the engine speed NE and the intake pipe absolute pressure PBA are detected (step S131), then the operation state determination processing (step S132), the fuel control processing (step S133), and the ignition timing control processing (step S131) S134) and the DBW control process (step S135) are sequentially executed.
[0073]
That is, while controlling the fuel injection amount and controlling the ignition timing according to the engine speed NE, the intake pipe absolute pressure PBA, and the like, the actual throttle valve opening θTH is calculated by the throttle valve calculated in step S18 in FIG. The drive control of the throttle actuator 105 is performed so that the target opening value θTHO is obtained (step S135).
[0074]
In the above-described embodiment, step S5 in FIG. 5 corresponds to the target driving force calculating unit, step S9 in FIG. 6 corresponds to the required output calculating unit, and steps S10 and 12 in FIG. 6 correspond to the control unit. I do.
[0075]
Note that the present invention is not limited to the above-described embodiment, and can be implemented in various forms. For example, not only a super capacitor but also a battery may be used as the storage means.
[0076]
Further, in the above-described embodiment, the reference output change amount RMPOWER is calculated according to the required output change amount DMPOWER and the gear position GP in the processing of FIG. 12, but the present invention is not limited to this, and the target driving force POWERCOM may be calculated. , The intake pipe absolute pressure PBA, the change per unit time of the intake pipe absolute pressure PBA, the moving average value of the change per unit time of the throttle valve opening θTH, the required output change DMPOWER, and the gear position GP. The reference output change amount RMPOWER may be calculated according to at least one of the (gear ratio). The amount of change in the target driving force POWERCOM, the absolute pressure PBA in the intake pipe, the amount of change in the absolute pressure PBA in the intake pipe per unit time, the moving average value of the amount of change in the throttle valve opening θTH per unit time, and the required output change DMPOWER are: , Corresponds to the “parameter related to the amount of change in the required output” described in the claims.
[0077]
Further, instead of a so-called DBW type throttle valve, an engine having a throttle valve mechanically linked to a normal accelerator pedal may be used. In this case, the control of the intake air amount according to the motor output may be performed by a passage bypassing the throttle valve and a control valve provided in the middle of the passage. Further, in an engine equipped with an electromagnetically driven intake valve (an electromagnetically driven intake valve, not a cam mechanism), the intake air amount is controlled by changing the opening period of the intake valve. You may.
[0078]
Further, the transmission mechanism 4 may be a continuously variable transmission mechanism capable of changing the speed ratio steplessly. In this case, instead of detecting the gear position GP, the speed is changed based on the rotational speed ratio between the drive shaft and the driven shaft. Try to find the ratio.
[0079]
【The invention's effect】
As described in detail above, according to the present invention, the required output of the motor is calculated in accordance with the target driving force of the vehicle, and the motor is controlled so as to obtain the calculated required output. When the change amount exceeds a predetermined reference value, the change amount of the motor output is set to the predetermined reference value, so that the motor output gradually changes until it reaches a value corresponding to the required output. As a result, the motor output changes almost in synchronization with the change in the engine output that is delayed with respect to the change in the target driving force, so that the combined driving force of the motor output and the engine output changes smoothly, preventing torque shock. can do. In addition, the time delay from the change in the target driving force to the rise of the combined driving force is minimized (that is, equal to or less than a vehicle without driving assistance by a motor) within a range in which torque shock does not occur. Sex can be maintained.Further, according to this configuration, the predetermined reference value increases as the change amount of the required output of the motor increases, so that the motor output is increased or decreased at an appropriate change rate corresponding to the change amount of the required output of the motor. And the vehicle can be driven more smoothly.
[0080]
According to the present invention,Since the rate of change of the motor output is set in accordance with a parameter related to the amount of change of the required output and / or the speed ratio of the transmission, the motor is controlled at an appropriate rate of change corresponding to the amount of change of the required motor output or the speed ratio. The output can be increased or decreased, and the vehicle can be driven more smoothly.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining a schematic configuration of a drive device and a control device for a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a diagram showing a configuration of an engine control system.
FIG. 3 is a diagram showing a configuration of a motor control system.
FIG. 4 is a diagram showing a control system of a transmission mechanism.
FIG. 5 is a flowchart illustrating a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.
FIG. 6 is a flowchart showing a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.
FIG. 7 is a diagram illustrating an example of an output distribution ratio setting table.
FIG. 8 is a diagram illustrating an example of an accelerator-throttle characteristic setting table.
FIG. 9 is a view showing a setting table of a motor output distribution according to a throttle valve opening;
FIG. 10 is a diagram showing an example of a target output map.
FIG. 11 is a diagram showing an example of a vehicle state determination map.
FIG. 12 is a flowchart of a MOTORCOM calculation process of FIG. 6;
FIG. 13 is a diagram showing a relationship between a motor request output MOTORPOWER and a converted motor output command value MOTORCOM.
FIG. 14 is a flowchart illustrating an overall configuration of an engine control process.
FIG. 15 is a time chart showing changes in vehicle driving force corresponding to changes in throttle valve opening.
[Explanation of symbols]
1 Internal combustion engine
2 Drive shaft
3 Motor
4 Transmission mechanism
5 drive wheels
11 Engine control electronic control unit
12. Motor control electronic control unit (target driving force calculation means, required output calculation means, control means)
13 Power Driving Unit
14. Supercapacitor (power storage means)
15 Management electronic control unit
16 Transmission mechanism control electronic control unit
21 Data bus

Claims (2)

A hybrid vehicle control device comprising: an engine that drives a drive shaft of a vehicle; a motor that assists the drive shaft with electric energy; and a power storage unit that stores the electric energy and supplies power to the motor.
Target driving force calculation means for calculating a target driving force of the vehicle according to the driving state of the vehicle,
Remaining capacity calculating means for calculating the remaining capacity of the stored electric energy,
Output distribution setting means for setting a distribution ratio, which is a ratio of a driving amount to be output by the motor at the target driving force, according to the calculated remaining capacity;
Request output calculating means for calculating a required output of the motor according to the target driving force and the distribution ratio;
Control means for controlling the motor so that the calculated required output is obtained,
When the change amount of the required output exceeds a predetermined reference value, the control unit sets the change amount of the motor output as the predetermined reference value ,
The control device for a hybrid vehicle, wherein the predetermined reference value increases as an amount of change in the required output increases . A hybrid vehicle control device comprising: an engine that drives a drive shaft of a vehicle; a motor that assists the drive shaft with electric energy; and a power storage unit that stores the electric energy and supplies power to the motor.
Target driving force calculation means for calculating a target driving force of the vehicle according to the driving state of the vehicle,
Remaining capacity calculating means for calculating the remaining capacity of the stored electric energy,
Output distribution setting means for setting a distribution ratio that is a ratio of a drive amount to be output by the motor at the target driving force, according to the calculated remaining capacity;
Request output calculating means for calculating a required output of the motor according to the target driving force and the distribution ratio;
Control means for controlling the motor such that the calculated required output is obtained,
A transmission mechanism provided between the drive shaft of the vehicle and the engine and the motor;
Speed ratio detecting means for detecting a speed ratio of the speed change mechanism,
When the amount of change in the required output exceeds a predetermined reference value, the control means sets the amount of change in the motor output to the predetermined reference value, and further includes a parameter and a parameter related to the amount of change in the required output. A control device for a hybrid vehicle, wherein the change rate of the motor output is set according to at least one of the detected gear ratios.

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