JP2013052800A - Hybrid vehicle control device and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device and a control method that can cause a hybrid vehicle to drive efficiently, and thereby can increase fuel efficiency.SOLUTION: The hybrid vehicle control device is provided with an ECU. The ECU uses energy transmitted from an internal combustion engine to a driving wheel during running of the internal combustion engine, energy transmitted from an electric motor to the driving wheel during running of the electric motor, energy when the driving force of the internal combustion engine during running of the internal combustion energy is converted to electrical energy by means of the generating operation in the electric motor, and energy envisioned to have been supplied to the driving force sources as a whole, and calculates four combined efficiencies (step 2), and selects a driving mode that obtains the highest value among the four combined efficiencies in accordance with request torque TRQ and a vehicle speed (step 3).

Description

  The present invention relates to a hybrid vehicle control apparatus and control method for controlling operations of an internal combustion engine, an electric motor, and a transmission mechanism in a hybrid vehicle including an internal combustion engine and an electric motor as power sources and a stepped transmission mechanism.

  Conventionally, what was described in patent document 1 as a control apparatus of a hybrid vehicle is known. This hybrid vehicle includes an internal combustion engine and an electric motor as power sources, and torques of these internal combustion engine and electric motor are transmitted to drive wheels via a stepped transmission mechanism. In this control apparatus, when the required driving force required for the driving wheel is increased by the driver's accelerator pedal operation while the hybrid vehicle is running, the control shown in FIG. Is done. In this case, when the required driving force cannot be achieved only by increasing the torque of the electric motor, the prime mover cooperative control A is performed depending on which of the four regions A to D in FIG. -D and downshift control of the transmission are executed (steps 110-170).

JP 2010-1000025 A

  According to the above conventional hybrid vehicle control device, the operating region of the internal combustion engine is determined by the map search of FIG. 5 described above, and this map is created taking into account the fuel consumption rate of the internal combustion engine. The fuel consumption rate on the internal combustion engine side can be suppressed by the various controls described above. However, since the efficiency on the electric motor side is not taken into account, even if the fuel consumption rate on the internal combustion engine side is low, by executing the control under the condition that the efficiency on the electric motor side is low, as a result, the hybrid There is a risk that the fuel consumed by the internal combustion engine increases while the vehicle is running, and the fuel efficiency is deteriorated.

  The present invention has been made to solve the above problems, and provides a control device and a control method for a hybrid vehicle that can efficiently drive a hybrid vehicle and thereby improve fuel efficiency. Objective.

  In order to achieve the above object, the invention according to claim 1 includes an internal combustion engine 3 as a power source, an electric motor 4 capable of generating electricity, a capacitor (battery 52) capable of transferring electric power between the electric motor 4, and an internal combustion engine. In the control device 1 of the hybrid vehicles V and V ′ having transmission mechanisms 11, 31, and 71 that transmit the power of the engine 3 and the electric motor 4 to the drive wheels DW while shifting the power, the power is transmitted from the internal combustion engine 3 to the drive wheels DW. Engine drive energy calculating means (ECU2) that calculates engine drive energy ENE_eng2 that is energy using engine efficiency Eeng and drive efficiency Etm_d of the transmission mechanism, and motor drive energy that is energy transmitted from the motor 4 to the drive wheels DW (Drive charge energy ENE_mot2) is a charge amount reflecting the charge efficiency up to the present time for the battery (battery 52). Motor drive energy calculation means (ECU2) for calculating using the past charge amount (past average charge amount ENE_chave), charge / discharge efficiency Ebat_cd of the battery (battery 52), drive efficiency Emot_d of the motor 4 and drive efficiency Etm_d of the speed change mechanism; The charging energy (drive charging energy ENE_mot2), which is electric energy when charging of the battery (battery 52) is executed by converting the motive power of the internal combustion engine 3 into electric power by the electric motor 4, the engine efficiency Eeng, Charging energy calculation means (ECU2) that calculates using the charging efficiency Etm_c of the mechanism, the charging efficiency Emot_c of the electric motor 4, and the predicted efficiency Ehat that is the efficiency when the electric power in the battery (battery 52) is predicted to be used, and the engine drive Energy ENE_eng2, motor drive energy A plurality of total efficiency parameters (total engine travel efficiency) representing the total efficiency of the hybrid vehicle V respectively corresponding to the plurality of travel modes of the hybrid vehicle V using (drive charge energy ENE_mot2) and charge energy (drive charge energy ENE_mot2). Total efficiency parameter calculation means (ECU2, step 2) for calculating TE_eng, charging travel total efficiency TE_ch, assist travel total efficiency TE_asst, EV travel total efficiency TE_ev), and a travel state parameter (requested torque) representing the travel state of the hybrid vehicle V And a traveling mode selection means (ECU2, steps 2 and 3) for selecting a traveling mode having a high TRQ and a vehicle speed VP from a plurality of traveling modes.

  According to this hybrid vehicle control device, a plurality of total efficiencies representing total efficiencies in the entire hybrid vehicle respectively corresponding to a plurality of travel modes of the hybrid vehicle using engine drive energy, motor drive energy, and charging energy. A parameter is calculated, and a driving mode having a high driving state parameter representing the driving state of the hybrid vehicle is selected from a plurality of driving modes. In this case, since the engine drive energy is calculated using the engine efficiency and the drive efficiency of the speed change mechanism, the engine drive energy is calculated as accurately representing the energy transmitted from the internal combustion engine to the drive wheels during the operation of the internal combustion engine. In addition, the motor drive energy is calculated using the past charge amount that reflects the charge efficiency of the battery up to the present time, the charge / discharge efficiency of the battery, the drive efficiency of the motor, and the drive efficiency of the speed change mechanism. In addition to the state of energy transmitted from the motor to the drive wheels during the operation of the motor, the state of the energy generated by the fuel consumed for charging up to the present time is calculated as a value accurately reflected.

  Further, since the charging energy is calculated using the engine efficiency, the charging mechanism charging efficiency, the motor charging efficiency, and the predicted efficiency when the power in the battery is predicted to be used, The electric power of the internal combustion engine is converted into electric power by the electric motor, and is calculated as a value that accurately represents the electric energy when the battery is charged. Therefore, by using the engine driving energy, the motor driving energy, and the charging energy as described above, a plurality of overall efficiency parameters can be calculated as accurately representing the overall efficiency of the entire hybrid vehicle. Furthermore, the hybrid vehicle can be driven in the most efficient driving mode by selecting a driving mode having a high driving state parameter representing the driving state of the hybrid vehicle from a plurality of driving modes, thereby improving fuel efficiency. (The “total efficiency parameter” in this specification is not limited to the total efficiency of the entire hybrid vehicle, but is a value obtained by converting the total efficiency into a fuel consumption rate, a value converted into a fuel consumption amount, etc. including).

  According to a second aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the first aspect, the speed change mechanism has a plurality of shift speeds, and a plurality of total efficiency parameters (engine travel total efficiency TE_eng, charging travel total efficiency). TE_ch, assist travel total efficiency TE_asst, EV travel total efficiency TE_ev) are calculated for each gear position of the transmission mechanisms 11, 31, 71, and the plurality of travel modes are engines that cause the hybrid vehicle V to travel only with the power of the internal combustion engine 3. Travel mode, EV travel mode in which the hybrid vehicle V travels only by the power of the electric motor 4, assist travel mode in which the hybrid vehicle V travels by the power of the internal combustion engine 3 and the power of the electric motor 4, and the drive wheels DW by the power of the internal combustion engine 3 Charge running to simultaneously drive the battery and charge the battery (battery 52) by the electric motor 4 The travel mode selection means includes a plurality of total efficiency parameters (engine travel total efficiency TE_eng, charge travel total efficiency TE_ch, engine travel total efficiency TE_ch, calculated for each gear position according to the travel state parameters (requested torque TRQ, vehicle speed VP). The driving modes include engine driving mode, EV driving mode, assist driving mode, and charging driving mode so that the highest value among the plurality of total efficiencies respectively represented by the assist driving total efficiency TE_asst and EV driving total efficiency TE_ev) is obtained. Any one is selected (steps 2 and 3).

  According to this hybrid vehicle control device, the travel mode is set so that the maximum value among the plurality of total efficiencies respectively represented by the plurality of total efficiency parameters calculated for each gear position is obtained according to the travel state parameter. Since any one of the engine travel mode, the EV travel mode, the assist travel mode, and the charge travel mode is selected, the engine travel mode, the EV travel mode, When any one of the assist travel mode and the charge travel mode is executed, the hybrid vehicle can be traveled in the most efficient state. Thereby, fuel consumption can be further improved.

  According to the third aspect of the present invention, the internal combustion engine 3 and the electric motor 4 capable of generating electricity as a power source, the battery (battery 52) capable of transferring electric power between the electric motor 4, and the power of the internal combustion engine 3 and the electric motor 4 are provided. In the control device 1 of the hybrid vehicle V, V ′ having the transmission mechanisms 11, 31, 71 that transmit to the drive wheel DW while shifting, the hybrid vehicle V travels only with the power of the electric motor 4 as the travel mode of the hybrid vehicle V. EV traveling mode to be performed, traveling mode execution means (ECU2) for executing an assist traveling mode in which the hybrid vehicle V travels by the power of the internal combustion engine 3 and the power of the electric motor 4, and transmission from the internal combustion engine 3 to the drive wheels DW The engine drive energy ENE_eng2 that is energy is calculated using the engine efficiency Eeng and the drive efficiency Etm_d of the speed change mechanism. The engine drive energy calculation means (ECU2) that performs the motor drive energy (drive charge energy ENE_mot2), which is energy transmitted from the motor 4 to the drive wheel DW, with a charge amount that reflects the current charge efficiency of the battery A motor drive energy calculating means (ECU2) for calculating using a certain past charge amount (past average charge amount ENE_chave), charge / discharge efficiency Ebat_cd of the battery (battery 52), drive efficiency Emot_d of the motor 4 and drive efficiency Etm_d of the transmission mechanism; , Engine driving energy ENE_eng2 and electric motor driving energy (drive charging energy ENE_mot2) are used to execute a plurality of total efficiency parameters (engines) representing the total efficiency of hybrid vehicle V corresponding to the execution of the EV traveling mode and the assist traveling mode, respectively. Running total efficiency TE_eng, charge travel total efficiency TE_ch, assist running total efficiency TE_asst, overall efficiency parameter calculating means (ECU 2 for calculating the EV travel total efficiency TE_ev), and Step 2), characterized in that it comprises a.

  According to this hybrid vehicle control device, as a hybrid vehicle travel mode, an EV travel mode in which the hybrid vehicle travels only by the power of the electric motor, and an assist travel mode in which the hybrid vehicle travels by the power of the internal combustion engine and the power of the electric motor. Is executed. In addition, a plurality of overall efficiency parameters representing the overall efficiency of the entire hybrid vehicle corresponding to when the EV travel mode and the assist travel mode are executed are calculated using the engine drive energy, the motor drive energy, and the power source energy. The In this case, since the engine drive energy is calculated using the engine efficiency and the drive efficiency of the speed change mechanism, the engine drive energy is calculated as accurately representing the energy transmitted from the internal combustion engine to the drive wheels during the operation of the internal combustion engine. In addition, the motor drive energy is calculated using the past charge amount that reflects the charge efficiency of the battery up to the present time, the charge / discharge efficiency of the battery, the drive efficiency of the motor, and the drive efficiency of the speed change mechanism. In addition to the state of energy transmitted from the motor to the drive wheels during the operation of the motor, the state of the energy generated by the fuel consumed for charging up to the present time is calculated as a value accurately reflected. Therefore, by using the engine driving energy and the motor driving energy as described above, a plurality of total efficiency parameters are calculated as accurately representing the total efficiency of the entire hybrid vehicle corresponding to each of the plurality of driving modes of the hybrid vehicle. can do.

  In the invention according to claim 4, the internal combustion engine 3 and the electric motor 4 capable of generating electricity as a power source, the battery (battery 52) capable of transferring electric power between the electric motor 4, and the power of the internal combustion engine 3 and the electric motor 4 are provided. In the control device 1 of the hybrid vehicle V, V ′ having the speed change mechanisms 11, 31, 71 that transmit to the drive wheel DW while shifting, the drive mode of the hybrid vehicle V is driven by the power of the internal combustion engine 3 as the travel mode of the hybrid vehicle V. And charging travel mode execution means (ECU2) for executing a charging travel mode for simultaneously charging the battery (battery 52) with the electric motor 4, and engine drive energy ENE_eng2 which is energy transmitted from the internal combustion engine 3 to the drive wheels DW Engine drive energy calculation means (ECU2) for calculating the engine efficiency Eeng and the drive efficiency Etm_d of the speed change mechanism; Charging energy (driving charging energy ENE_mot2), which is electric energy when charging of the battery (battery 52) is executed by power conversion in the electric motor 4 of the motive power of the internal combustion engine 3, engine efficiency Eeng, charging efficiency of the transmission mechanism Etm_c, charging efficiency Emot_c of the electric motor 4 and charging energy calculating means (ECU2) for calculating using predicted efficiency Ehat which is an efficiency when it is predicted that electric power in the battery (battery 52) is used, engine drive energy ENE_eng2 and charging Comprehensive efficiency parameter calculating means (ECU2, step 2) for calculating an overall efficiency parameter representing the overall efficiency of the hybrid vehicle V when executing the charging travel mode using energy (drive charging energy ENE_mot2). Features.

  According to this hybrid vehicle control device, as the hybrid vehicle travel mode, the charge travel mode is performed in which the hybrid vehicle is traveled by the power of the internal combustion engine, and at the same time, the battery is charged by the electric motor. Further, using the engine drive energy and the charging energy, an overall efficiency parameter representing the overall efficiency of the entire hybrid vehicle when executing the charging travel mode is calculated. In this case, since the engine drive energy is calculated using the engine efficiency and the drive efficiency of the speed change mechanism, the engine drive energy is calculated as accurately representing the energy transmitted from the internal combustion engine to the drive wheels during the operation of the internal combustion engine. In addition, the charging energy is calculated using the engine efficiency, the charging mechanism charging efficiency, the motor charging efficiency, and the predicted efficiency, which is the efficiency when it is predicted that the electric power in the battery will be used. The electric power of the internal combustion engine is converted into electric power by the electric motor, and is calculated as a value that accurately represents the electric energy when the battery is charged. Therefore, by using the engine driving energy and the charging energy as described above, the overall efficiency parameter can be calculated as a value that accurately represents the overall efficiency of the entire hybrid vehicle when executing the charging travel mode.

  The invention according to claim 5 is the hybrid vehicle control device according to claim 1 or 3, wherein the past charge amount (past average charge amount ENE_chave) is obtained by using the amount of fuel used for charging the battery (battery 52) as electric power. It is an average value of the charge amount up to the present time calculated using a value converted into a quantity (drive charge energy ENE_mot2), engine efficiency Eeng, charge efficiency Etm_c of the speed change mechanism, and charge efficiency Emot_c of the motor 4 .

  According to this hybrid vehicle control device, the past charge amount is calculated using the value obtained by converting the amount of fuel used for charging the battery into the electric energy, the engine efficiency, the charging efficiency of the speed change mechanism, and the charging efficiency of the electric motor. Since this is the average value of the charge amount up to the present time, it can be calculated as a value accurately reflecting the charge efficiency of the battery up to the present time. Thereby, the calculation accuracy of the overall efficiency parameter can be further improved, and the fuel consumption can be further improved.

  The invention according to claim 6 is the hybrid vehicle control device according to claim 1 or 4, wherein the predicted efficiency Ehat is the charge / discharge efficiency Ebat_cd of the battery (battery 52), the drive efficiency Emot_d of the electric motor 4, and the drive of the transmission mechanism. It is calculated using the efficiency Etm_d.

  According to this hybrid vehicle control device, the predicted efficiency is calculated using the charge / discharge efficiency of the battery, the drive efficiency of the electric motor, and the drive efficiency of the speed change mechanism, so that the electric power charged in the battery can be used as power in the future. The efficiency at the time of use can be calculated as a value accurately predicted. Thereby, the calculation accuracy of the overall efficiency parameter can be further improved, and the fuel consumption can be further improved.

  In the invention according to claim 7, the internal combustion engine 3 and the electric motor 4 capable of generating electricity as a power source, the battery (battery 52) capable of transferring electric power between the electric motor 4, and the power of the internal combustion engine 3 and the electric motor 4 are provided. In the control device 1 of the hybrid vehicle V, V ′ having the transmission mechanisms 11, 31, 71 that transmit to the drive wheel DW while shifting at a plurality of shift speeds, the electric power of the internal combustion engine 3 is used to charge the battery by the electric motor 4. Past charge amount storage means (ECU2) for storing an average value of values obtained by converting the amount of fuel used for charging into electric energy when executed as a past charge amount (past average charge amount ENE_chave); and hybrid vehicle V A plurality of total efficiency parameters (total engine travel efficiency TE_eng, charge travel total efficiency TE_ch, assist travel total efficiency TE_ass) representing the overall efficiency of the entire system EV travel total efficiency TE_ev) is calculated for each gear position, and travel mode total efficiency parameters (assist travel total efficiency TE_asst, EV travel total efficiency TE_ev) for driving the drive wheels DW by the power of the electric motor 4 are stored. The total efficiency parameter calculation means (ECU2, step 2) that calculates using the past charge amount (past average charge amount ENE_chave) and the travel state parameters (required torque TRQ, vehicle speed VP) representing the travel state of the hybrid vehicle V Correspondingly, travel mode selection means (ECU 2, steps 2 and 3) for selecting a travel mode at the shift speed indicating the highest value among the plurality of total efficiencies respectively represented by the plurality of total efficiency parameters calculated for each shift speed. And.

  According to this hybrid vehicle control device, the average value of the value obtained by converting the amount of fuel used for charging into the amount of electric power when the electric motor is charged by the power of the internal combustion engine is the past charge amount. A total efficiency parameter that represents the total efficiency of the entire hybrid vehicle and that is stored and corresponds to each of the plurality of travel modes of the hybrid vehicle is calculated for each gear position. In that case, since the total efficiency parameter of the driving mode in which the driving wheel is driven by the power of the motor is calculated using the stored past charge amount, the total efficiency parameter of the driving mode in which the driving wheel is driven by the power of the motor is set. It can be calculated with high accuracy. Furthermore, since the driving mode at the shift stage that indicates the highest value among the plurality of total efficiencies represented by the total efficiency parameters is selected in accordance with the driving state parameters that indicate the driving state of the hybrid vehicle, the highest overall efficiency is achieved. It is possible to execute the driving mode at the shift speed, thereby improving the fuel consumption.

  The invention according to claim 8 includes an internal combustion engine 3, an electric motor 4 capable of generating electricity, a battery (battery 52) capable of transferring electric power between the electric motors 4, and an engine output shaft (crankshaft 3 a) of the internal combustion engine 3. And a first transmission mechanism 11 that receives power from the electric motor 4 by the first input shaft 13 and transmits the power to the drive wheels DW while being shifted at any one of a plurality of shift stages, and an engine output shaft (crankshaft 3a ) From the second input shaft 32 and transmitted to the drive wheels DW while being shifted at any one of a plurality of shift stages, an engine output shaft (crankshaft 3a), A hybrid vehicle having a first clutch C1 that can be engaged with the first transmission mechanism 11 and a second clutch C2 that can be engaged between the engine output shaft (crankshaft 3a) and the second transmission mechanism 31. In the V control device 1, the internal combustion engine 3 A past charge amount that stores, as a past charge amount (past average charge amount ENE_chave), an average value of a value obtained by converting the amount of fuel used for charging into a power amount when the electric motor 4 is charged by power. A plurality of total efficiency parameters (engine driving total efficiency TE_eng, charging driving total efficiency TE_ch, assist driving) representing the total efficiency of the entire hybrid vehicle V respectively corresponding to a plurality of driving modes of the storage unit (ECU 2) and the hybrid vehicle V The total efficiency TE_asst and EV travel total efficiency TE_ev) are calculated for each gear position of the first transmission mechanism 11 and the second transmission mechanism 31, and the total efficiency parameter of the travel mode in which the driving wheels are driven by the power of the motor is stored. Total efficiency parameter calculation means (EC 2, step 2) and a plurality of total efficiencies respectively represented by a plurality of total efficiency parameters calculated for each shift stage according to a driving state parameter (required torque TRQ, vehicle speed VP) representing a driving state of the hybrid vehicle. And travel mode selection means (ECU 2, steps 2 and 3) for selecting the travel mode at the shift stage that shows the highest value of the above.

  According to this hybrid vehicle control device, the average value of the value obtained by converting the amount of fuel used for charging into the amount of electric power when the electric motor is charged by the power of the internal combustion engine is the past charge amount. A total efficiency parameter that represents the total efficiency of the entire hybrid vehicle and that is stored and that corresponds to each of the plurality of travel modes of the hybrid vehicle is calculated for each shift stage of the first transmission mechanism and the second transmission mechanism. In that case, since the total efficiency parameter of the driving mode in which the driving wheel is driven by the power of the motor is calculated using the stored past charge amount, the total efficiency parameter of the driving mode in which the driving wheel is driven by the power of the motor is set. It can be calculated with high accuracy. Furthermore, since the driving mode at the shift stage that shows the maximum value among the plurality of total efficiencies represented by the plurality of total efficiency parameters is selected in accordance with the driving state parameter representing the driving state of the hybrid vehicle, the most comprehensive efficiency is selected. It is possible to execute the traveling mode at a good gear position, thereby improving the fuel consumption.

  According to a ninth aspect of the present invention, in the control device 1 for the hybrid vehicle V according to any one of the first to seventh aspects, the charge amount detecting means (ECU2) for detecting a charge amount (charge state SOC) in the battery (battery 52). , The current voltage sensor 62) and the internal combustion engine 3, the electric motor 4, and the speed change mechanisms 11, 31, 71 so that the execution time of the charging operation to the battery by the electric motor 4 becomes longer when the charging amount is equal to or less than the predetermined amount. And a correction means (ECU2) for correcting the operation.

  According to this hybrid vehicle control device, the operation of the internal combustion engine, the electric motor, and the speed change mechanism is corrected so that when the charge amount is equal to or less than the predetermined amount, the execution time of the charging operation to the battery by the electric motor becomes longer. Therefore, it is possible to quickly avoid a shortage of charge in the battery.

  According to a tenth aspect of the present invention, in the control device 1 for the hybrid vehicle V according to any one of the first to ninth aspects, a condenser temperature detecting means (battery temperature sensor 63) for detecting a condenser temperature as a temperature of the condenser (battery 52). ), The motor temperature detecting means (motor temperature sensor) for detecting the motor temperature as the temperature of the motor 4, the capacitor temperature (battery temperature TB) is equal to or higher than the first predetermined temperature, and the motor temperature is equal to or higher than the second predetermined temperature. And a limiting means (ECU2) for limiting the output during driving of the electric motor 4 when at least one of the above is established.

  According to the hybrid vehicle control device, when at least one of the storage battery temperature is equal to or higher than the first predetermined temperature and the electric motor temperature is equal to or higher than the second predetermined temperature is established, Since the output is limited, it is possible to avoid the battery and / or the motor from being overheated, thereby extending the life of the battery and / or the motor.

  According to an eleventh aspect of the present invention, in the control device 1 for the hybrid vehicle V according to any one of the first, second, seventh, and eighth aspects, the hybrid vehicle V includes road information about the area where the hybrid vehicle V is traveling. A car navigation system 66 that stores data representing the vehicle is provided, and further includes a prediction unit (ECU2) that predicts a traveling state of the hybrid vehicle V based on the data stored in the car navigation system 66, and a traveling mode selection unit. Is characterized in that the driving mode is selected further according to the predicted driving situation of the hybrid vehicle V.

  According to this hybrid vehicle control device, the traveling state of the hybrid vehicle is predicted by the prediction means based on the data representing the road information around the hybrid vehicle, and the predicted traveling state of the hybrid vehicle. Accordingly, since the travel mode is selected, it is possible to select a travel mode suitable for the travel situation of the hybrid vehicle. Thereby, the overall efficiency of the entire hybrid vehicle can be further improved, and the fuel consumption can be further improved.

  The invention according to claim 12 is the internal combustion engine 3 as a power source and the electric motor 4 capable of generating electricity, the battery (battery 52) capable of transferring electric power between the electric motor 4, and the power of the internal combustion engine 3 and the electric motor 4. In the control method of the hybrid vehicles V, V ′ having the transmission mechanisms 11, 31, 71 that transmit to the drive wheels DW while shifting, the engine drive energy ENE_eng2 that is energy transmitted from the internal combustion engine 3 to the drive wheels DW is Calculated using the engine efficiency Eeng and the drive efficiency Etm_d of the speed change mechanism (step 2), the motor drive energy (drive charge energy ENE_mot2), which is the energy transmitted from the motor 4 to the drive wheels DW, Past charge amount (past average charge amount ENE_chave) that is the charge amount reflecting the charge efficiency, battery (battery 2) charging / discharging efficiency Ebat_cd, driving efficiency Emot_d of the motor 4 and driving efficiency Etm_d of the speed change mechanism are calculated (step 2), and the power of the internal combustion engine 3 is converted into electric power by the motor 4 during operation of the internal combustion engine 3. As a result, charging energy (drive charging energy ENE_mot2), which is electric energy when charging of the battery (battery 52) is executed, is converted to engine efficiency Eeng, charging efficiency Etm_c of the speed change mechanism, charging efficiency Emot_c of the motor 4 and Calculation is performed using the predicted efficiency Ehat, which is the efficiency when the electric power in the battery (battery 52) is predicted to be used (step 2), engine drive energy ENE_eng2, motor drive energy (drive charge energy ENE_mot2), and charge energy (drive) Using charging energy ENE_mot2) Then, a plurality of total efficiency parameters (engine travel total efficiency TE_eng, charge travel total efficiency TE_ch, assist travel total efficiency TE_asst, EV travel total efficiency TE_ev) representing the total efficiency of the hybrid vehicle V are calculated (step 2). A plurality of total efficiency parameters (engine travel total efficiency TE_eng, charge travel total efficiency TE_ch, assist travel total efficiency TE_asst, EV travel total efficiency TE_ev) according to a travel state parameter (requested torque TRQ, vehicle speed VP) representing the travel state of the vehicle Is selected from a plurality of travel modes (step 3).

  According to this hybrid vehicle control method, it is possible to provide a control method capable of achieving the same effects as the first aspect of the invention.

It is a figure showing typically composition of a hybrid vehicle to which a control device concerning one embodiment of the present invention is applied. It is a block diagram which shows the electric constitution of a control apparatus. It is a flowchart which shows the content of a traveling control process. It is a figure which shows an example of the map used for calculation of engine driving | running | working total efficiency TE_eng in the 3rd speed stage. It is a figure which shows an example of the map used for calculation of charge driving | running | working total efficiency TE_ch and assist driving | running | working total efficiency TE_asst in 3rd speed level. It is a figure which shows an example of the map used for calculation of engine driving | running | working total efficiency TE_eng, charge driving | running | working total efficiency TE_ch, and assist driving | running | working total efficiency TE_asst in the 3rd speed stage. It is a figure which shows an example of the map used for calculation of EV driving | running | working total efficiency TE_ev. It is a flowchart which shows the calculation process of the past average charge amount ENE_chave. It is a flowchart which shows the update process of the map value of assist driving | operation total efficiency TE_asst. It is a figure which shows typically the structure of the modification of a hybrid vehicle.

  Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment will be described with reference to the drawings. A hybrid vehicle V shown in FIG. 1 is a four-wheel vehicle including a pair of drive wheels DW (only one is shown) and a pair of driven wheels (not shown), and is an internal combustion engine (hereinafter referred to as “engine”) as a power source. 3) and a motor 4 are provided. The engine 3 is a gasoline engine having a plurality of cylinders, and has a crankshaft 3a as an engine output shaft. The fuel injection amount, fuel injection timing, ignition timing, and the like of the engine 3 are controlled by the ECU 2 of the control device 1 shown in FIG. The engine 3 may be one that uses light oil, a mixed fuel obtained by mixing natural gas, ethanol, or gasoline with another fuel, or the like.

  The electric motor (hereinafter referred to as “motor”) 4 is a general one-rotor type brushless DC motor, which is a so-called motor generator, and has a fixed stator 4a and a rotatable rotor 4b. The stator 4a is for generating a rotating magnetic field, and is composed of an iron core or a three-phase coil. The stator 4a is attached to a casing CA fixed to the vehicle, and is electrically connected to a chargeable / dischargeable battery 52 via a power drive unit (hereinafter referred to as "PDU") 51. The PDU 51 is configured by an electric circuit such as an inverter and is electrically connected to the ECU 2 (see FIG. 2). Said rotor 4b is comprised with the magnet etc., and is arrange | positioned so that the stator 4a may be opposed. Note that an AC motor capable of generating power may be used as the motor 4.

  In the motor 4 having the above-described configuration, when electric power is supplied from the battery 52 to the stator 4a via the PDU 51 by the control of the PDU 51 by the ECU 2, a rotating magnetic field is generated. 4b rotates. Further, the power transmitted to the rotor 4b is controlled by appropriately controlling the stator 4a.

  Further, when the rotor 4b is rotated by the input of power while the power supply to the stator 4a is stopped, a rotating magnetic field is generated by the control of the PDU 51 by the ECU 2, and is input to the rotor 4b accordingly. The power is converted into electric power and power generation is performed. In this case, the power transmitted to the rotor 4b is controlled by controlling the electric power generated by the stator 4a.

  Further, the hybrid vehicle V includes a driving force transmission device for transmitting the power of the engine 3 and the motor 4 to the driving wheels DW of the vehicle. The driving force transmission device includes the first speed change mechanism 11 and the second speed change gear. A dual clutch transmission including the mechanism 31 and the like is provided.

  The first speed change mechanism 11 changes the input power by one of the first speed, the third speed, the fifth speed and the seventh speed and transmits it to the drive wheels DW. The gear ratios of these first gear to seventh gear are set on the higher speed side as the number of gears is larger. Specifically, the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. And a 7-speed gear 16.

  The first clutch C1 is a dry multi-plate clutch, and includes an outer C1a that is integrally attached to the crankshaft 3a, an inner C1b that is integrally attached to one end of the first input shaft 13, and the like. The first clutch C1 is controlled by the ECU 2. In the engaged state, the first input shaft 13 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the connection between both the parts 13 and 3a is interrupted. Note that a wet clutch type may be used as the first clutch C1.

  The planetary gear device 12 is of a single planetary type, and meshes with a sun gear 12a, a ring gear 12b having a larger number of teeth than the sun gear 12a, and a gear 12a, 12b that is rotatably provided on the outer periphery of the sun gear 12a. A plurality of (for example, three) planetary gears 12c (only two are shown) and a rotatable carrier 12d that rotatably supports the planetary gears 12c are provided.

  The sun gear 12 a is integrally attached to the other end portion of the first input shaft 13. Further, the rotor 4b of the motor 4 described above is integrally attached to the other end portion of the first input shaft 13, and the first input shaft 13 is rotatably supported by a bearing (not shown). With the above configuration, the first input shaft 13, the sun gear 12a, and the rotor 4b rotate integrally with each other.

  The ring gear 12b is provided with a lock mechanism BR. This lock mechanism BR is of an electromagnetic type, and is turned on / off by the ECU 2 to hold the ring gear 12b in a non-rotatable state in the ON state and to allow the ring gear 12b to rotate in the OFF state. A synchro clutch or the like may be used as the lock mechanism BR.

  The carrier 12d is integrally attached to the hollow rotating shaft 17. The rotary shaft 17 is relatively rotatably disposed outside the first input shaft 13 and is rotatably supported by a bearing (not shown).

  The third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable together with the rotary shaft 17 and the carrier 12d. The fifth speed gear 15 and the seventh speed gear 16 are rotatably provided on the first input shaft 13. Further, the third gear 14, the seventh gear 16, and the fifth gear 15 are arranged in this order between the planetary gear device 12 and the first clutch C1.

  The first input shaft 13 is provided with a first sync clutch S1 and a second sync clutch S2. The first sync clutch S1 includes a sleeve S1a, a shift fork, and an actuator (all not shown). The first sync clutch S1 selectively engages the third speed gear 14 or the seventh speed gear 16 with the first input shaft 13 by moving the sleeve S1a in the axial direction of the first input shaft 13 under the control of the ECU 2. Combine.

  The second synchro clutch S2 is configured in the same manner as the first synchro clutch S1, and the fifth speed gear 15 is input to the first input by moving the sleeve S2a in the axial direction of the first input shaft 13 under the control of the ECU 2. Engage with the shaft 13.

  Further, the first gear 18, the second gear 19, and the third gear 20 are engaged with the third gear 14, the fifth gear 15, and the seventh gear 16, respectively. These first to third gears 18 to 20 are engaged with each other. Are integrally attached to the output shaft 21. The output shaft 21 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13. Further, a gear 21a is integrally attached to the output shaft 21, and this gear 21a meshes with a gear of a final reduction gear FG having a differential device. The output shaft 21 is connected to the drive wheel DW via the gear 21a and the final reduction gear FG.

  In the first speed change mechanism 11 configured as described above, the planetary gear unit 12, the third gear 14 and the first gear 18 constitute first and third gears, and the fifth gear 15 and the second gear 19. The fifth gear stage is composed of the seventh gear 16 and the third gear 20 to form a seventh gear stage. Further, the power input to the first input shaft 13 is shifted by one of the first gear, the third gear, the fifth gear and the seventh gear, and the output shaft 21, the gear 21a, and the final reduction gear FG are transmitted. To the drive wheel DW.

  The second speed change mechanism 31 described above changes the input power by one of the second speed stage, the fourth speed stage, and the sixth speed stage, and transmits it to the drive wheels DW. The speed ratios of these second gear to sixth gear are set to a higher speed as the number of gears is larger. Specifically, the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, an intermediate shaft 33, a second speed gear 34, a fourth speed gear 35, and a sixth speed gear 36, and the second clutch C2 and the second input shaft 32 are arranged coaxially with the crankshaft 3a.

  Similar to the first clutch C1, the second clutch C2 is a dry multi-plate clutch, and includes an outer C2a integrally attached to the crankshaft 3a and an inner C2b integrally attached to one end of the second input shaft 32. It is configured. The second clutch C2 is controlled by the ECU 2. In the engaged state, the second input shaft 32 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the connection between the two clutches 32 and 3a is interrupted.

  The second input shaft 32 is formed in a hollow shape, is relatively rotatably disposed outside the first input shaft 13, and is rotatably supported by a bearing (not shown). A gear 32 a is integrally attached to the other end of the second input shaft 32.

  The intermediate shaft 33 is rotatably supported by a bearing (not shown), and is disposed in parallel with the second input shaft 32 and the output shaft 21 described above. A gear 33a is integrally attached to the intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a. The idler gear 37 meshes with the gear 32a of the second input shaft 32. In FIG. 1, the idler gear 37 is drawn at a position away from the gear 32a for the sake of illustration. The intermediate shaft 33 is connected to the second input shaft 32 through the gear 33a, the idler gear 37, and the gear 32a.

  The second speed gear 34, the sixth speed gear 36, and the fourth speed gear 35 are rotatably provided on the intermediate shaft 33, and are arranged in this order. The first gear 18, the third gear 20, and the second gear 19 described above are arranged in this order. Each biting. Further, the intermediate shaft 33 is provided with a third sync clutch S3 and a fourth sync clutch S4. Both synchro clutches S3 and S4 are configured in the same manner as the first synchro clutch S1.

  The third sync clutch S3 selectively engages the second speed gear 34 or the sixth speed gear 36 with the intermediate shaft 33 by moving the sleeve S3a in the axial direction of the intermediate shaft 33 under the control of the ECU 2. The fourth sync clutch S4 engages the fourth speed gear 35 with the intermediate shaft 33 by moving the sleeve S4a in the axial direction of the intermediate shaft 33 under the control of the ECU 2.

  In the second speed change mechanism 31 configured as described above, the second speed gear 34 and the first gear 18 constitute a second speed gear stage, and the fourth speed gear 35 and the second gear 19 constitute a fourth speed gear stage. Sixth gear stages are configured by the speed gear 36 and the third gear 20, respectively. The power input to the second input shaft 32 is transmitted to the intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the intermediate shaft 33 is the second speed, the fourth speed. The speed is changed by one of the first speed and the sixth speed, and is transmitted to the drive wheel DW via the output shaft 21, the gear 21a, and the final reduction gear FG.

  As described above, the first and second transmission mechanisms 11 and 31 share the output shaft 21 for transmitting the shifted power to the drive wheels DW.

  Further, the driving force transmission device is provided with a reverse mechanism 41, and the reverse mechanism 41 includes a reverse shaft 42, a reverse gear 43, and a fifth sync clutch S5 having a sleeve 5a. When the hybrid vehicle V is updated, the reverse gear 43 is engaged with the reverse shaft 42 by moving the sleeve 5 a in the axial direction of the reverse shaft 42 under the control of the ECU 2.

  Further, as shown in FIG. 2, the CRK signal is input to the ECU 2 from the crank angle sensor 61. This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 3a of the engine 3 rotates. The ECU 2 calculates the engine speed NE based on the CRK signal. Further, the ECU 2 receives from the current / voltage sensor 62 a detection signal representing a current / voltage value input / output to / from the battery 52. The ECU 2 calculates a state of charge SOC (amount of charge) of the battery 52 based on this detection signal.

  Further, a detection signal representing the temperature of the battery 52 (hereinafter referred to as “battery temperature”) TB is input to the ECU 2 from the battery temperature sensor 63. Further, the ECU 2 receives a detection signal indicating an accelerator opening AP, which is a depression amount of an accelerator pedal (not shown) of the vehicle, from the accelerator opening sensor 64, and a detection signal indicating a vehicle speed VP (running state parameter) from the vehicle speed sensor 65. Entered. Further, the ECU 2 receives data representing road information around the hybrid vehicle V from the car navigation system 66.

  The ECU 2 includes a microcomputer including an I / O interface, CPU, RAM, EEPROM, ROM, and the like. The detection signals from the various sensors 61 to 65 described above, data in the RAM, data in the EEPROM, and ROM The operation of the hybrid vehicle V is controlled according to the internal data. In addition, data representing road information around the traveling hybrid vehicle V stored in the car navigation system 66 is appropriately input to the ECU 2.

  In the present embodiment, the ECU 2 includes an engine drive energy calculation unit, a motor drive energy calculation unit, a charge energy calculation unit, a power source energy calculation unit, a total efficiency parameter calculation unit, a travel mode selection unit, a travel mode execution unit, a charge It corresponds to travel mode execution means, past charge amount storage means, and charge amount detection means.

  The operation mode (travel mode) of the hybrid vehicle V configured as described above includes an engine travel mode, an EV travel mode, an assist travel mode, a charge travel mode, and the like. The operation of the hybrid vehicle V in each operation mode is controlled by the ECU 2. Hereinafter, these operation modes will be described in order.

[Engine running mode]
The engine travel mode is an operation mode in which only the engine 3 is used as a power source. In the engine travel mode, the power of the engine 3 (hereinafter referred to as “engine power”) is controlled by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3. Further, the engine power is shifted by the first or second transmission mechanism 11, 31 and transmitted to the drive wheel DW.

  First, operations when the first transmission mechanism 11 changes the engine power at one of the first speed, the third speed, the fifth speed, and the seventh speed and transmits it to the drive wheels DW will be described in order. In this case, the first input shaft 13 is engaged with the crankshaft 3a and the second clutch C2 is controlled to be disengaged by controlling the first clutch C1 to the engaged state at any of the above speeds. As a result, the engagement of the second input shaft 33 with the crankshaft 3a is released. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, the lock mechanism BR is controlled to be in an ON state to hold the ring gear 12b in a non-rotatable manner, and the first and second synchro clutches S1 and S2 are used for the third speed with respect to the first input shaft 13. The engagement of the gear 14, the fifth gear 15 and the seventh gear 16 is released.

  As described above, the engine power is transmitted to the output shaft 21 via the first clutch C1, the first input shaft 13, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third gear 14 and the first gear 18. Further, it is transmitted to the drive wheel DW via the gear 21a and the final reduction gear FG. At this time, since the ring gear 12b is held non-rotatable as described above, the engine power transmitted to the first input shaft 13 is decelerated at a gear ratio according to the gear ratio between the sun gear 12a and the ring gear 12b. After that, it is transmitted to the carrier 12d, further decelerated at a gear ratio according to the gear ratio between the third gear 14 and the first gear 18, and then transmitted to the output shaft 21. As a result, the engine power is shifted at the first gear ratio determined by the two gear ratios and transmitted to the drive wheels DW.

  In the case of the third speed, the rotation of the ring gear 12b is allowed by controlling the lock mechanism BR to the OFF state, and only the third speed gear 14 is controlled by the control of the first and second sync clutches S1 and S2. 1 The input shaft 13 is engaged.

  As described above, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first gear 18. In this case, since the 3rd speed gear 14 is engaged with the first input shaft 13 as described above, the sun gear 12a, the carrier 12d, and the ring gear 12b rotate together. Therefore, in the case of the third speed stage, unlike the case of the first speed stage, the engine power is determined by the gear ratio between the third speed gear 14 and the first gear 18 without being decelerated by the planetary gear unit 12. The gear is changed at a gear ratio of the third speed and transmitted to the drive wheel DW.

  In the case of the fifth speed, as in the case of the third speed, the rotation of the ring gear 12b is permitted by the control of the lock mechanism BR, and only the fifth speed gear 15 is controlled by the control of the first and second sync clutches S1 and S2. Is engaged with the first input shaft 13.

  As described above, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the fifth gear 15 and the second gear 19. In this case as well, as in the case of the third gear, the speed reduction function of the planetary gear unit 12 is not exhibited, and the engine power is a fifth gear that is determined by the gear ratio between the fifth gear 15 and the second gear 19. The gear is shifted by the ratio and transmitted to the drive wheel DW.

  In the case of the seventh speed, as in the case of the fifth speed, the rotation of the ring gear 12b is permitted by the control of the lock mechanism BR, and only the seventh speed gear 16 is controlled by the control of the first and second synchro clutches S1 and S2. Is engaged with the first input shaft 13.

  As described above, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the seventh speed gear 16 and the third gear 20. In this case as well, the speed reduction function of the planetary gear unit 12 is not exhibited, and the engine power is changed at a gear ratio of the seventh speed determined by the gear ratio between the seventh gear 16 and the third gear 20, and the drive wheels DW Is transmitted to.

  Next, the operation when the engine power is shifted by the second speed change mechanism 31 at one of the second speed, the fourth speed, and the sixth speed and transmitted to the drive wheels DW will be described in order. In this case, by controlling the first clutch C1 to the disengaged state at any of these shift speeds, the engagement of the first input shaft 13 with the crankshaft 3a is released and the second clutch C2 is engaged. The second input shaft 32 is engaged with the crankshaft 3a. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the second speed, only the second speed gear 34 is engaged with the intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. Thus, engine power is transmitted to the output shaft 21 via the second clutch C2, the second input shaft 32, the gear 32a, the idler gear 37, the gear 33a, the intermediate shaft 33, the second speed gear 34, and the first gear 18. Further, it is transmitted to the drive wheel DW via the gear 21a and the final reduction gear FG. At that time, the engine power is shifted at a gear ratio of the second speed determined by the gear ratio between the second gear 34 and the first gear 18 and transmitted to the drive wheels DW.

  In the case of the fourth speed, only the fourth speed gear 35 is engaged with the intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. Thus, engine power is transmitted from the intermediate shaft 33 to the output shaft 21 via the fourth speed gear 35 and the second gear 19. At that time, the engine power is shifted at a gear ratio of the fourth speed determined by the gear ratio between the fourth gear 35 and the second gear 19 and transmitted to the drive wheels DW.

  In the case of the sixth speed, only the sixth speed gear 36 is engaged with the intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. As a result, engine power is transmitted from the intermediate shaft 33 to the output shaft 21 via the sixth gear 36 and the third gear 20. At that time, the engine power is shifted at a gear ratio of the sixth speed determined according to the gear ratio between the sixth gear 36 and the third gear 20, and transmitted to the drive wheels DW.

  During the engine travel mode, the speed of the first and second speed change mechanisms 11 and 31 is such that the hybrid vehicle V as a whole can have high efficiency (that is, good fuel efficiency can be obtained with the engine 3), as will be described later. As set).

[EV driving mode]
The EV travel mode is an operation mode in which only the motor 4 is used as a power source. In the EV travel mode, the power of the motor 4 (hereinafter referred to as “motor power”) is controlled by controlling the electric power supplied from the battery 51 to the motor 4. Further, the motor power is changed by the first speed change mechanism 11 at one of the first speed, the third speed, the fifth speed and the seventh speed and is transmitted to the drive wheel DW. In this case, the engagement of the first and second input shafts 13 and 32 with respect to the crankshaft 3a is released by controlling the first and second clutches C1 and C2 to the disengaged state at any of these shift speeds. . As a result, the motor 4 and the drive wheels DW are disconnected from the engine 3, so that the motor power is not transmitted to the engine 3 unnecessarily. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, as in the case of the engine travel mode, the lock mechanism BR is controlled to be in the ON state, so that the ring gear 12b is held unrotatable and the first and second sync clutches S1 and S2 are controlled. Thus, the engagement of the third gear 14, the fifth gear 15 and the seventh gear 16 with respect to the first input shaft 13 is released.

  As described above, the motor power is transmitted to the output shaft 21 via the first input shaft, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third gear 14 and the first gear 18. As a result, the motor power is shifted at the first gear ratio and transmitted to the drive wheels DW, as in the engine travel mode.

  In the case of the third speed, as in the engine travel mode, the lock mechanism BR is controlled to be in the OFF state, thereby allowing the rotation of the ring gear 12b and controlling the first and second sync clutches S1 and S2. Only the third speed gear 14 is engaged with the first input shaft 13. Accordingly, the motor power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first gear 18. As a result, the motor power is changed at a gear ratio of the third speed and transmitted to the drive wheels DW, as in the engine travel mode.

  In the case of the fifth gear or the seventh gear, the lock mechanism BR, the first and second sync clutches S1, S2 are controlled in the same manner as in the engine travel mode. As a result, the motor power is changed at a gear ratio of 5th speed or 7th speed and transmitted to the drive wheels DW.

  As will be described later, during the EV traveling mode, the gear position of the first transmission mechanism 11 is set so that the hybrid vehicle V as a whole has high efficiency (that is, high driving efficiency of the motor 4).

[Assist driving mode]
The assist travel mode is an operation mode in which the engine 3 is assisted by the motor 4. In the assist travel mode, as will be described later, the torque of the engine 3 (hereinafter referred to as “engine torque”) so that the net fuel consumption rate BSFC of the engine 3 is minimized (that is, good fuel consumption of the engine 3 is obtained). ) Is controlled. Further, a shortage of engine torque with respect to torque (hereinafter referred to as “requested torque”) TRQ required by the driver for the drive wheels DW is supplemented by torque of the motor 4 (hereinafter referred to as “motor torque”). This required torque TRQ (running state parameter) is calculated according to the accelerator opening AP, as will be described later.

  In this case, when the engine power is transmitted to the drive wheels DW by the first transmission mechanism 11 (that is, at an odd number), the transmission ratio between the motor 4 and the drive wheels DW is set by the first transmission mechanism 11. It becomes the same as the gear ratio of the gear stage that has been set. On the other hand, when the engine power is transmitted to the drive wheels DW by the second speed change mechanism 12 (that is, at an even stage), the gear ratio between the motor 4 and the drive wheels DW is the first speed of the first speed change mechanism 11. It is possible to select a gear ratio of any of the third speed, third speed, fifth speed and seventh speed.

[Charging mode]
The charging travel mode is an operation mode in which part of engine power is converted into electric power by the motor 4 to generate electric power and the generated electric power is charged to the battery 52. In the charging travel mode, as will be described later, the engine torque is controlled so that high efficiency can be obtained in the hybrid vehicle V (that is, good fuel consumption can be obtained). Further, the surplus of the engine torque with respect to the required torque TRQ is used to generate power by the motor 4, and the generated power is charged in the battery 52.

  In this case, as in the case of the assist travel mode, when the engine power is transmitted to the drive wheels DW by the first transmission mechanism 11 (that is, at an odd speed), the gear ratio between the motor 4 and the drive wheels DW is This is the same as the gear ratio of the gear position of the first transmission mechanism 11. Further, when the engine power is transmitted to the drive wheels DW by the second speed change mechanism 12 (that is, at an even stage), the gear ratio between the motor 4 and the drive wheels DW is the first speed of the first speed change mechanism 11. It is possible to select a gear ratio of any of the third speed, third speed, fifth speed and seventh speed.

  When the engine power is transmitted to the drive wheels DW by the second transmission mechanism 31 during the charging travel mode, the gear ratio between the motor 4 and the drive wheels DW is set to the same value as the gear ratio between the engine 3 and the drive wheels DW. When the control is performed, the first input shaft 13 is engaged with the crankshaft 3a by the first clutch C1. As a result, part of the engine power is transmitted to the rotor 4 b of the motor 4 via the first clutch C 1 and the first input shaft 13.

  Next, a travel control process executed by the ECU 2 will be described with reference to FIG. It is assumed that some of the various values calculated in the following description are stored in the EEPROM of the ECU 2 and the rest are stored in the RAM. This travel control process determines (selects) the travel mode and gear position of the hybrid vehicle V, and controls the operation of the engine 3, the motor 4, and the two transmission mechanisms 11, 31 based on the travel mode and the gear position. During driving of V, when the accelerator pedal is depressed by the driver, it is executed at a predetermined control cycle (for example, 10 msec).

  As shown in the figure, first, in step 1 (abbreviated as “S1” in the figure, the same applies hereinafter), a required torque TRQ is calculated by searching a map (not shown) according to the accelerator opening AP. In this case, the required torque TRQ is calculated so as to be larger as the accelerator opening AP is larger.

  Next, the process proceeds to step 2 to execute a total efficiency calculation process. This total efficiency is determined by the fact that the power source energy assumed to be supplied to the entire power source (that is, the engine 3 and / or the motor 4) to generate power is the travel energy (that is, the energy that drives the drive wheels DW), This corresponds to the efficiency converted into the travel energy and the electric energy charged in the battery 52. Specifically, the energy is calculated by searching various maps for calculating the total efficiency described below.

  In this case, the map for calculating total efficiency includes a map for calculating total efficiency in engine driving mode (hereinafter referred to as “engine driving total efficiency”) TE_eng and a total efficiency in assist driving mode (hereinafter referred to as “assist driving total efficiency”). For calculation of TE_asst and total efficiency in charging driving mode (hereinafter referred to as “charging driving total efficiency”) TE_ch, and for calculating total efficiency in EV driving mode (hereinafter referred to as “EV driving total efficiency”) TE_ev A map and have been prepared. In the present embodiment, these four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev correspond to total efficiency parameters.

  First, a map for calculating the engine running total efficiency TE_eng will be described. In this case, maps for calculating the engine running total efficiency TE_eng are prepared for the first to seventh speed stages when the engine power is transmitted to the drive wheels DW via the first to seventh speed stages. These maps are stored in the ROM of the ECU 2. In the following description, in the map for calculating the engine running total efficiency TE_eng, the maps for the first to seventh speed stages are respectively referred to as “E1 to E7 calculation map”. The map value in the map for calculating E1 to E7 of the above engine running total efficiency TE_eng is set to a value mapped based on the actual measurement result, and more specifically, the torque that satisfies the required torque TRQ is set to the engine 3. Is set to the highest efficiency when it occurs.

  In this case, for example, the map for E3 calculation of the engine running total efficiency TE_eng is as shown in FIG. In the figure, the engine running total efficiency TE_eng is set so that the overall efficiency is higher in the rough hatched region than in the fine region, and this is the same in the various maps described below. The map for E3 calculation of the engine running total efficiency TE_eng is configured as described above, and other maps for calculating the engine running total efficiency TE_eng are not shown, but are created by the same method as the E3 calculation map.

  In Step 2 described above, the engine at any one of the 1st to 7th gears is searched by searching the map for calculating E1 to E7 of the above engine running total efficiency TE_eng according to the required torque TRQ and the vehicle speed VP. The overall travel efficiency TE_eng is calculated. In this case, depending on the areas of the required torque TRQ and the vehicle speed VP, there is a map in which there is no map value of the engine travel total efficiency TE_eng. In this case, the engine travel total efficiency TE_eng is not calculated.

  Note that the map values in the E1 to E7 calculation maps may be set in advance to values calculated by the calculation method described below. During the operation of the hybrid vehicle V, the following calculation method is executed at a predetermined period, and the calculation is performed. The map value may be updated using the result.

この式（１）において、ＥＮＥ＿ｅｎｇ１は、機関燃料エネルギであり、エンジン３での燃料の燃焼に起因して発生するエネルギ、すなわち燃料消費量をエネルギ換算した値に相当する。また、ＥＮＥ＿ｅｎｇ２は、機関駆動エネルギであり、機関燃料エネルギが駆動輪ＤＷに伝達された値に相当する。 First, the overall engine travel efficiency TE_eng corresponds to the ratio between the travel energy of the hybrid vehicle V and the power source energy described above, and is defined as the following equation (1) when in the engine travel mode.

In this equation (1), ENE_eng1 is engine fuel energy, and corresponds to energy generated due to fuel combustion in the engine 3, that is, a value obtained by converting fuel consumption into energy. ENE_eng2 is engine drive energy, and corresponds to a value in which engine fuel energy is transmitted to the drive wheels DW.

この式（２）において、Ｅｅｎｇは機関効率であり、エンジン回転数ＮＥなどのエンジン運転状態に応じて算出される。また、Ｅｔｍ＿ｄは、変速機構の駆動効率であり、変速段に応じて算出される。 In this case, the engine drive energy ENE_eng2 is calculated by the following equation (2).

In this equation (2), Eeng is the engine efficiency and is calculated according to the engine operating state such as the engine speed NE. Etm_d is the driving efficiency of the speed change mechanism, and is calculated according to the gear position.

したがって、この式（３）を用い、車速ＶＰ、変速段および要求トルクＴＲＱに応じて、エンジン走行総合効率ＴＥ＿ｅｎｇを算出することにより、Ｅ１〜Ｅ７エンジン走行時の算出用マップのマップ値を算出することができる。 Substituting this equation (2) into the above equation (1) yields the following equation (3). That is, the engine running total efficiency TE_eng is calculated as a product of the engine efficiency Eeng and the drive efficiency Etm_d of the speed change mechanism.

Therefore, the map value of the calculation map for E1 to E7 engine travel is calculated by calculating the engine travel total efficiency TE_eng in accordance with the vehicle speed VP, the gear position, and the required torque TRQ using this equation (3). be able to.

  Next, a map for calculating the aforementioned assist travel total efficiency TE_asst and charge travel total efficiency TE_ch will be described. In the following description, in the calculation map for the assist travel total efficiency TE_asst and the charge travel total efficiency TE_ch, for example, the engine power is transmitted to the drive wheels DW via the first gear and between the motor 4 and the drive wheels DW. Is called “E1M1 calculation map”, and the engine power is transmitted to the drive wheels DW via the second speed and between the motor 4 and the drive wheels DW. When the power transmission at is executed through the first gear, it is called an “E2M1 calculation map”.

  Here, during the assist travel mode or the charge travel mode, as described above, when the engine power is transmitted to the drive wheels DW via the odd-numbered gears for the structural reasons of the transmission mechanisms 11 and 31, Power transmission between 4 and the drive wheel DW can be executed via the same odd gear. On the other hand, when the engine power is transmitted to the drive wheels DW via the even speed stages, the power transmission between the motor 4 and the drive wheels DW can be executed via any of the four odd speed stages. Therefore, the maps for calculating the assist fuel consumption FC_asst and the charging fuel consumption FC_ch are 16 maps in total, specifically, an E1M1 calculation map, an E2Mi calculation map (i = 1, 3, 5, 7), an E3M3 calculation map, an E4Mi calculation map, an E5M5 calculation map, an E6Mi calculation map, and an E7M7 calculation map are prepared, and these maps are stored in the EEPROM in the ECU 2.

  In this case, for example, the E3M3 calculation map is specifically shown in FIG. As shown in the figure, in this map, a line (in other words, an optimum efficiency line) connecting operating points at which the minimum net fuel consumption rate BSFC when the generated torque of the engine 3 satisfies the required torque TRQ is obtained is interposed. The upper region is a map for calculating the assist travel total efficiency TE_asst, and the lower region is a map for calculating the charge travel total efficiency TE_ch.

  In this map, an E3M3 calculation map for calculating only the assist travel total efficiency TE_asst and an E3M3 calculation map for calculating only the charge travel total efficiency TE_ch are created in advance, and the efficiency of both of them is high. Created to leave a part. The map for calculating the E3M3 of the assist travel total efficiency TE_asst and the charge travel total efficiency TE_ch is configured as described above, and other maps for calculating the assist travel total efficiency TE_asst and the charge travel total efficiency TE_ch are not shown, but E3M3 It is created by the same method as the calculation map.

  In step 2 of FIG. 3 described above, the above 16 types of maps are searched according to the required torque TRQ and the vehicle speed VP, whereby the above-described EjMi (j = 1 to 7, i = 1, 3, 5, 7). ) Is used as a shift stage, and the total travel efficiency TE_asst or the total travel efficiency TE_ch is calculated. In this case, depending on the region of the required torque TRQ and the vehicle speed VP, there is a map in which the map values of the two total efficiencies TE_asst and TE_ch do not exist. In this case, the two total efficiencies TE_asst and TE_ch are not calculated.

  In addition, the map value of the map for calculation of the above assist driving | running | working total efficiency TE_asst and charge driving | running | working total efficiency TE_ch is set to the value calculated by the calculation method described below. First, a method for calculating the map value of the charging travel overall efficiency TE_ch will be described. The total charge travel efficiency TE_ch corresponds to the ratio of the sum of the travel energy of the hybrid vehicle V and the electrical energy charged in the battery 52 in the charge travel mode and the power source energy described above, and is expressed by the following equation (4 ).

この式（４）において、ＥＮＥ＿ｍｏｔ１はモータ充放電エネルギを、ＥＮＥ＿ｍｏｔ２は駆動充電エネルギをそれぞれ表している。このモータ充放電エネルギＥＮＥ＿ｍｏｔ１は、充電走行モードのときには、バッテリ５２への充電に使用される燃料のエネルギ換算値に相当し、後述するように算出される。

In this equation (4), ENE_mot1 represents motor charge / discharge energy, and ENE_mot2 represents drive charge energy. This motor charge / discharge energy ENE_mot1 corresponds to an energy conversion value of the fuel used for charging the battery 52 in the charge travel mode, and is calculated as described later.

The drive charge energy ENE_mot2 is electric energy (charge energy) that is charged to the battery 52 via the drive wheels DW and the motor 4 in the charge travel mode, and is defined as shown in the following equation (5). Can do.

  In this equation (5), Etm_c is the charging efficiency of the speed change mechanism, and is calculated according to the gear position. Emot_c and Emot_d are motor charging efficiency and motor driving efficiency, respectively, and are calculated according to the gear position, the vehicle speed VP, and the required torque TRQ. Further, Ebat_cd is the charge / discharge efficiency of the battery 52, and is calculated according to the state of charge SOC. In the present embodiment, the motor charging efficiency Emot_c corresponds to the charging efficiency of the electric motor, the motor driving efficiency Emot_d corresponds to the driving efficiency of the electric motor, and the charging / discharging efficiency Ebat_cd of the battery 52 corresponds to the charging / discharging efficiency of the battery.

The value enclosed by [] on the right side of the above equation (5) corresponds to the efficiency when the electric power charged in the battery 52 is used for power conversion in the motor 4 in the future, and this is calculated as the predicted efficiency Ehat. Then, the following formula (6) is obtained.

Then, when the above equation (6) and the above equation (2) are substituted into the above equation (4), the following equation (7) is obtained.

  Therefore, the map value of the charging travel total efficiency TE_ch in the 16 types of maps (E1M1 calculation map to E7M7 calculation map) described above can be calculated using this equation (7). In that case, each parameter of Formula (7) is specifically calculated as follows.

  That is, the engine fuel energy ENE_eng1 calculates a fuel amount that generates an engine torque (hereinafter referred to as “optimum fuel consumption torque”) that can obtain a minimum net fuel consumption rate BSFC in accordance with the vehicle speed VP and the shift speed. Is converted into energy. The motor charge / discharge energy ENE_mot1 is calculated by converting the value obtained by subtracting the required torque TRQ from the optimum fuel efficiency torque into energy. Further, the predicted efficiency Ehat is calculated by map search according to the vehicle speed VP, the shift speed, and the required torque TRQ, and various efficiencies Eeng, Etm_d, Emot_c, Etm_c are calculated by the method described above.

  With the above method, the map value of the charging travel total efficiency TE_ch is generated with respect to the difference between the generated torque and the required torque TRQ when the engine 3 is operated with the fuel amount at which the net fuel consumption rate BSFC is minimized, that is, the generated relative to the required torque TRQ. This is calculated as the maximum efficiency of the entire hybrid vehicle V when the excess torque is absorbed by regenerative control by the motor 4.

  Next, a method for calculating the map value of the above-described assist travel total efficiency TE_asst will be described. This assist travel total efficiency TE_asst corresponds to the ratio between the travel energy of the hybrid vehicle V and the power source energy described above in the assist travel mode, and is defined as the following equation (8).

この式（８）において、モータ充放電エネルギＥＮＥ＿ｍｏｔ１はモータ４で動力変換のために消費される電力量に相当する。また、駆動充電エネルギＥＮＥ＿ｍｏｔ２は、アシスト走行モードのときには下式（９）のように定義することができる。

In this equation (8), the motor charge / discharge energy ENE_mot1 corresponds to the amount of power consumed by the motor 4 for power conversion. Further, the drive charging energy ENE_mot2 can be defined as in the following equation (9) in the assist travel mode.

Since the value surrounded by [] on the right side of the equation (9) corresponds to the amount of electric power charged in the battery 52, assuming that this is the charge amount ENE_ch, the following equation (10) is obtained. The charge amount ENE_ch is calculated at a predetermined control period during the charge travel mode, as will be described later.

In this case, since the charge amount ENE_ch is a calculated value for one time, in order to reflect the past charge state, the average value of the charge amount ENE_ch for a predetermined number of times up to the present time is calculated by moving average calculation as described later. Calculated as the average charge amount ENE_chave. When this past average charge amount ENE_chave is replaced with a value surrounded by [] on the right side of the above equation (9), the following equation (11) is obtained.

Then, when the above equation (11) and the above-described equation (2) are substituted into the above equation (8), the following equation (12) is obtained.

  Therefore, the map value of the assist travel total efficiency TE_asst in the above-described 16 types of maps (E1M1 calculation map to E7M7 calculation map) can be calculated using this equation (12). In that case, each parameter of Formula (12) is specifically calculated as follows.

  That is, the engine fuel energy ENE_eng1 is calculated by calculating the amount of fuel that generates the above-described optimum fuel efficiency torque according to the vehicle speed VP and the shift speed, and converting it to energy. The motor charge / discharge energy ENE_mot1 is calculated by converting the value obtained by subtracting the optimum fuel efficiency torque from the required torque TRQ into energy. Further, various efficiencies Eeng, Etm_d, Emot_c, Etm_c are calculated by the method described above. In addition, the past average charge amount ENE_chave is calculated at a predetermined control cycle as will be described later while the hybrid vehicle V is traveling. Accordingly, the map value of the assist travel total efficiency TE_asst is updated at a predetermined control cycle, so that the high and low region of the assist travel total efficiency TE_asst in the map of FIG. 5 also changes.

  With the above method, the map value of the total assist efficiency TE_asst is obtained by calculating the difference between the generated torque and the required torque TRQ when the engine 3 is operated with the fuel amount at which the net fuel consumption rate BSFC is minimized, that is, the required torque of the generated torque. This is calculated as the maximum efficiency of the entire hybrid vehicle V when the shortage with respect to TRQ is compensated by power running control by the motor 4.

  Note that the map shown in FIG. 6 may be used instead of the maps shown in FIGS. This map is a combination of FIG. 4 and FIG. 5, leaving a high-efficiency portion of the three total efficiencies TE_eng, TE_ch, and TE_asst at the third speed stage. Therefore, by searching this map according to the required torque TRQ and the vehicle speed VP, the maximum value of the three total efficiencies TE_eng, TE_ch, and TE_asst at the third speed can be calculated. Even when this map is used, as described above, the map value of the assist travel total efficiency TE_asst is updated at a predetermined control cycle, so that the region of the assist travel total efficiency TE_asst in the map of FIG. 6 also changes. Become.

  Next, the map for calculating the EV travel total efficiency TE_ev described above will be described with reference to FIG. The map shown in the figure is based on the actual measurement results, and after creating a map of the EV traveling total efficiency TE_ev for the first gear, the third gear, the fifth gear and the seventh gear, the efficiency of the four maps It is created by combining four maps so as to leave a high portion.

  In step 2 of FIG. 3 described above, the EV traveling total efficiency TE_ev of any one of the first, third, fifth, and seventh speed stages is calculated by searching the map of FIG. 7 according to the required torque TRQ and the vehicle speed VP. . In this case, depending on the region of the required torque TRQ and the vehicle speed VP, there is a region where the map value of the EV traveling total efficiency TE_ev does not exist. In this case, the EV traveling total efficiency TE_ev is not calculated.

この場合、上式（１３）のモータ充放電エネルギＥＮＥ＿ｍｏｔ１は、要求トルクＴＲＱをエネルギ換算することによって算出される。 The EV travel total efficiency TE_ev may be calculated at a predetermined control cycle using the following equation (13), and the map value of the EV travel total efficiency TE_ev may be updated using the calculation result.

In this case, the motor charge / discharge energy ENE_mot1 of the above equation (13) is calculated by converting the required torque TRQ into energy.

  Returning to FIG. 3, after calculating the values of the four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev in step 2 according to the vehicle speed VP and the required torque TRQ, the process proceeds to step 3, and the four total The highest value among the efficiency TE_eng, TE_asst, TE_ch, and TE_ev is selected, and the shift speed and travel mode corresponding to the selected overall efficiency are determined (selected) as the current shift speed and travel mode.

  Next, the process proceeds to step 4, and the operations of the engine 3, the motor 4, and the transmission mechanisms 11 and 31 are controlled so as to execute the shift speed and the travel mode determined in step 3. Thereafter, this process is terminated.

  Next, the process of calculating the above-described past average charge amount ENE_chave will be described with reference to FIG. This calculation process is executed at a predetermined control cycle (for example, 10 msec) during the execution of the charge travel mode.

  As shown in the figure, first, at step 10, the engine fuel energy ENE_eng1 during the charge travel mode is calculated based on the vehicle speed VP and the shift speed, as described above, to calculate the fuel amount that generates the optimum fuel consumption torque. It is calculated by converting it to energy. Thereafter, the routine proceeds to step 11 where the motor charge / discharge energy ENE_mot1 is calculated by converting the value obtained by subtracting the required torque TRQ from the optimum fuel efficiency torque as described above.

  Next, at step 12, the engine efficiency Eeng is calculated according to the engine operating state such as the engine speed NE as described above. Thereafter, in step 13, the charging efficiency Etm_c of the speed change mechanism is calculated according to the gear position as described above.

  Next, the routine proceeds to step 14, where the motor charging efficiency Emot_c is calculated according to the gear position, the vehicle speed VP, and the required torque TRQ as described above. In step 15 following step 14, the charge amount ENE_ch is calculated by the above-described equation (10).

  Next, in step 16, the past average charge amount ENE_chave is calculated by moving average calculation of the calculated values of the predetermined number of charge amounts ENE_ch including the current calculated value of the charge amount ENE_ch, as described above. This past average charge amount ENE_chave is stored in the EEPROM. Thereafter, this process is terminated.

  As described above, since the past average charge amount ENE_chave is calculated by the moving average calculation of the predetermined number of charge amounts ENE_ch, the past average charge amount ENE_chave is calculated as a charge amount reflecting the charging efficiency of the battery 52 up to the present time. Note that, in the above step 15, the past average charge amount ENE_chave may be calculated as an arithmetic average calculation value or a weighted average calculation value of a predetermined number of charge amounts ENE_ch.

  Next, a process for updating the map value of the assist travel total efficiency TE_asst described above will be described with reference to FIG. This update process is executed at a predetermined control cycle (for example, 10 msec) during the assist travel mode.

  As shown in the figure, first, in step 20, the engine fuel energy ENE_eng1 in the assist travel mode is calculated based on the vehicle speed VP and the shift speed as described above, and the amount of fuel that generates the optimum fuel consumption torque is calculated. It is calculated by converting it to energy. Thereafter, the routine proceeds to step 21, where the motor charge / discharge energy ENE_mot1 is calculated by converting the value obtained by subtracting the optimum fuel efficiency torque from the required torque TRQ as described above.

  Next, at step 22, the engine efficiency Eeng is calculated according to the engine operating state such as the engine speed NE as described above. Thereafter, in step 23, the drive efficiency Etm_d of the speed change mechanism is calculated in accordance with the gear position as described above.

  Next, the process proceeds to step 24, and the past average charge amount ENE_chave stored in the EEPROM is read. In step 25 following step 24, the charge / discharge efficiency Ebat_cd of the battery 52 is calculated according to the state of charge SOC as described above.

  Next, at step 26, the motor drive efficiency Emot_d is calculated according to the gear position, the vehicle speed VP, and the required torque TRQ as described above. In step 27 following step 26, the assist travel total efficiency TE_asst is calculated by the above-described equation (12).

  Next, the process proceeds to step 28, and the map value of the assist travel total efficiency TE_asst in the EEPROM corresponding to the current shift speed, the required torque TRQ, and the vehicle speed VP is rewritten to the value calculated in step 27. That is, the map value is updated. Thereafter, this process is terminated.

  As described above, according to the control device 1 for the hybrid vehicle V of the present embodiment, the four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev are calculated for each shift stage by searching the various maps described above. Since the operations of the engine 3, the motor 4, and the transmission mechanisms 11 and 31 are controlled so that the hybrid vehicle V is driven in the shift speed and the driving mode corresponding to the highest overall efficiency among the calculation results, the hybrid vehicle V can be driven by a combination of the most efficient gear position and driving mode, whereby the fuel consumption of the engine 3 can be suppressed and the fuel consumption can be improved.

  The four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev are calculated in consideration of the engine fuel energy ENE_eng1, the engine drive energy ENE_eng2, the motor charge / discharge energy ENE_mot1, and the drive charge energy ENE_mot2. The total efficiency can be calculated as an accurate representation. Thereby, compared with the case where only the fuel consumption rate of the conventional internal combustion engine side is considered, the hybrid vehicle V can be drive | worked efficiently, and, thereby, a fuel consumption can be improved further.

  Furthermore, since the charging travel total efficiency TE_ch is calculated using the predicted efficiency Ehat, which is a value predicted when the power charged in the battery 52 is used as power in the future, the charging travel total efficiency TE_ch The calculation accuracy can be further improved. Further, since the assist travel total efficiency TE_asst is calculated using the past average charge amount ENE_chave, which is the average value of the charge amount up to the present time, the calculation accuracy of the assist travel total efficiency TE_asst can be further improved.

  When the hybrid vehicle V is provided with a motor temperature sensor for detecting the temperature of the motor 4 and the EV traveling mode at a certain odd gear is selected in step 3 described above, the battery temperature TB is the first predetermined temperature. Control may be performed so that the output during driving of the motor 4 is limited when at least one of the conditions that the temperature of the motor 4 is equal to or higher than the second predetermined temperature is satisfied. In such a configuration, it is possible to avoid the battery 52 and / or the motor 4 from being overheated, thereby extending the life of the battery 52 and / or the motor 4. In this case, the motor temperature sensor corresponds to the motor temperature detection means, the battery temperature sensor 63 corresponds to the motor temperature detection means, and the ECU 2 corresponds to the restriction means.

  Further, when the four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev are calculated in Steps 2 and 3 described above to determine the shift speed and the travel mode, when the state of charge SOC of the battery 52 is equal to or less than a predetermined amount, The calculation results of the four total efficiencies TE_eng, TE_asst, TE_ch, and TE_ev are corrected so that the execution time of the charging operation to the battery 52 by the motor 4 is lengthened, whereby the engine 3, the motor 4, and the speed change mechanisms 11, 31 are corrected. You may comprise so that operation | movement may be controlled. When configured in this way, a shortage of charge in the battery 52 can be avoided quickly. In this case, the ECU 2 corresponds to the charge amount detection means and the correction means, and the current / voltage sensor 62 corresponds to the charge amount detection means.

  Further, when determining the gear position and the travel mode in step 3, the travel status of the hybrid vehicle V is predicted based on the data stored in the car navigation system 66, and the predicted travel status of the hybrid vehicle V is determined. Further, the gear position and the travel mode may be determined according to the above. When configured in this way, it is possible to select a gear position and a travel mode suitable for the travel situation of the hybrid vehicle V. Thereby, the overall efficiency of the entire hybrid vehicle can be further improved, and the fuel consumption can be further improved. In this case, the ECU 2 corresponds to the prediction means.

  The embodiment is an example using four total efficiencies TE_eng, TE_ch, TE_asst, and TE_ev as total efficiencies, but the total efficiencies of the present invention are not limited to this, and the total efficiencies of the entire hybrid vehicle are Anything can be used. For example, a fuel consumption rate or a fuel consumption amount may be used as the overall efficiency parameter. In that case, in the above-described various maps of the embodiment, the values obtained by converting the four total efficiencies TE_eng, TE_ch, TE_asst, and TE_ev into the fuel consumption rate or the fuel consumption amount are used as map values. The consumption rate or the fuel consumption amount is calculated, and in step 3, the speed mode corresponding to the minimum value of the fuel consumption rate or the minimum value of the fuel consumption amount among the calculation results may be selected.

  The embodiment is an example in which the vehicle speed VP and the required torque TRQ are used as the travel state parameters. However, the travel state parameters of the present invention are not limited to this, and may be anything that represents the travel state of the hybrid vehicle. For example, the accelerator opening AP, the engine speed NE, or the like may be used as the travel state parameter.

  Further, the embodiment is an example in which the control device of the present invention is applied to the hybrid vehicle V shown in FIG. 1, but the control device of the present invention is not limited to this, and can be applied to the hybrid vehicle V ′ shown in FIG. It is. In the figure, the same reference numerals are used for the same components as those of the hybrid vehicle V shown in FIG. 1, and the description thereof is omitted. Compared to the hybrid vehicle V, the hybrid vehicle V ′ shown in FIG. 10 is mainly different from the hybrid vehicle V in that a transmission mechanism 71 is provided instead of the dual clutch transmission including the first and second transmission mechanisms 11 and 31 described above. Yes.

  The transmission mechanism 71 is a stepped automatic transmission and has an input shaft 72 and an output shaft 73. The input shaft 72 is connected to the crankshaft 3 a via the clutch C, and the rotor 4 b of the motor 4 is integrally attached to the input shaft 72. The clutch C is a dry multi-plate clutch similar to the first and second clutches C1 and C2.

  A gear 73a is integrally attached to the output shaft 73, and the gear 73a meshes with the gear of the final reduction gear FG described above. The output shaft 73 is connected to the drive wheel DW via the gear 73a and the final reduction gear FG. In the speed change mechanism 71 configured as described above, the engine power and the motor power are input to the input shaft 72, and the input power is one of a plurality of speed stages (for example, the first to seventh speed stages). The speed is changed and transmitted to the drive wheel DW. The operation of the speed change mechanism 71 is controlled by the ECU 2.

  When the hybrid vehicle V ′ is controlled by the control device of the present invention, the detailed description thereof is omitted, but the above-described travel mode selection using the four overall efficiencies is performed by the same control method as the above-described embodiment. And selection of the gear position is executed. Thereby, the same effect as embodiment mentioned above can be acquired.

  The transmission mechanism 71 is configured to transmit both engine power and motor power to the drive wheels DW in a state where both engine power and motor power are shifted. However, at least only the engine power is transmitted to the drive wheels DW while being shifted. It may be configured. Alternatively, a transmission mechanism that transmits the engine power to the drive wheel DW while shifting the engine power and a transmission mechanism that transmits the motor power to the drive wheel DW while shifting the power may be provided separately.

V hybrid vehicle V 'hybrid vehicle DW drive wheel 1 control device 2 ECU (engine drive energy calculation means, motor drive energy calculation means, charge energy calculation means, power source energy calculation means, total efficiency parameter calculation means, travel mode selection Means, travel mode execution means, charge travel mode execution means, past charge amount storage means, charge amount detection means, restriction means, correction means, prediction means)
3 Internal combustion engine 3a Crankshaft (output shaft)
4 Motor 11 First transmission mechanism C1 First clutch 13 First input shaft 31 Second transmission mechanism 32 Second input shaft C2 Second clutch 52 Battery (capacitor)
62 Current-voltage sensor (charge amount detection means)
63 Battery temperature sensor (capacitor temperature detection means)
66 Car navigation system 71 Transmission mechanism ENE_eng1 Engine fuel energy (power source energy)
ENE_eng2 Engine drive energy
Eeng Engine efficiency Etm_d Drive efficiency of transmission mechanism Etm_c Charging efficiency of transmission mechanism Emot_d Motor drive efficiency (drive efficiency of electric motor)
Emot_c Motor charging efficiency (electric motor charging efficiency)
Ebat_cd Battery charge / discharge efficiency (capacitor charge / discharge efficiency)
Ehat Predicted efficiency ENE_mot1 Motor charge / discharge energy (power source energy)
ENE_mot2 Drive charge energy (motor drive energy, charge energy)
ENE_chave past average charge amount (past charge amount)
TE_eng Engine running overall efficiency (overall efficiency parameter)
TE_ch Charging travel total efficiency (total efficiency parameters)
TE_asst Assist travel total efficiency (total efficiency parameters)
TE_ev EV overall driving efficiency (overall efficiency parameter)
TRQ required torque (running state parameter)
VP vehicle speed (running state parameter)
SOC state of charge (charge amount)
TB Battery temperature (capacitor temperature)

Claims (12)

A hybrid having an internal combustion engine as a power source and an electric motor capable of generating electricity, a battery capable of transferring electric power to and from the electric motor, and a speed change mechanism that transmits power of the internal combustion engine and the electric motor to drive wheels while changing speed. In a vehicle control device,
Engine drive energy calculating means for calculating engine drive energy, which is energy transmitted from the internal combustion engine to the drive wheels, using engine efficiency and drive efficiency of the transmission mechanism;
The past charge amount, which is the charge amount reflecting the charge efficiency up to the present time to the capacitor, the motor drive energy that is the energy transmitted from the motor to the drive wheel, the charge / discharge efficiency of the capacitor, the drive of the motor Motor drive energy calculating means for calculating efficiency and the drive efficiency of the speed change mechanism;
Charging energy, which is electric energy when charging of the battery is performed by converting the power of the internal combustion engine into electric power by the electric motor, is the engine efficiency, the charging efficiency of the transmission mechanism, and the charging of the electric motor. Charging energy calculating means for calculating efficiency and predicted efficiency that is efficiency when predicted to use the power in the battery;
Total efficiency parameter calculation means for calculating a plurality of total efficiency parameters representing the total efficiency of the entire hybrid vehicle using the engine driving energy, the motor driving energy, and the charging energy;
Driving mode selection means for selecting a driving mode having a high driving state parameter representing the driving state of the hybrid vehicle from the plurality of driving modes;
A control apparatus for a hybrid vehicle, comprising: The speed change mechanism has a plurality of speed stages,
The plurality of overall efficiency parameters are calculated for each shift stage of the transmission mechanism,
The plurality of travel modes include an engine travel mode in which the hybrid vehicle travels only with the power of the internal combustion engine, an EV travel mode in which the hybrid vehicle travels only with the power of the electric motor, and the power of the internal combustion engine and the power of the electric motor. An assist travel mode in which the hybrid vehicle travels, and a charge travel mode in which driving of the drive wheels and charging of the battery by the electric motor are simultaneously performed by power of the internal combustion engine,
The travel mode selection means is configured to obtain a maximum value among a plurality of total efficiencies respectively represented by the plurality of total efficiency parameters calculated for each of the shift speeds according to the travel state parameter. The hybrid vehicle control device according to claim 1, wherein any one of the engine travel mode, the EV travel mode, the assist travel mode, and the charge travel mode is selected. A hybrid having an internal combustion engine as a power source and an electric motor capable of generating electricity, a battery capable of transferring electric power to and from the electric motor, and a speed change mechanism that transmits power of the internal combustion engine and the electric motor to drive wheels while changing speed. In a vehicle control device,
The hybrid vehicle travel mode includes an EV travel mode in which the hybrid vehicle travels only with the power of the electric motor, and an assist travel mode in which the hybrid vehicle travels with the power of the internal combustion engine and the power of the electric motor. Mode execution means;
Engine drive energy calculating means for calculating engine drive energy, which is energy transmitted from the internal combustion engine to the drive wheels, using engine efficiency and drive efficiency of the transmission mechanism;
The past charge amount, which is the charge amount reflecting the charge efficiency up to the present time to the capacitor, the motor drive energy that is the energy transmitted from the motor to the drive wheel, the charge / discharge efficiency of the capacitor, the drive of the motor Motor drive energy calculating means for calculating efficiency and the drive efficiency of the speed change mechanism;
Using the engine driving energy and the electric motor driving energy, a plurality of total efficiency parameters representing the total efficiency of the entire hybrid vehicle corresponding to the execution of the EV driving mode and the assist driving mode, respectively, are calculated. An efficiency parameter calculation means;
A control apparatus for a hybrid vehicle, comprising: A hybrid having an internal combustion engine as a power source and an electric motor capable of generating electricity, a battery capable of transferring electric power to and from the electric motor, and a speed change mechanism that transmits power of the internal combustion engine and the electric motor to drive wheels while changing speed. In a vehicle control device,
Charging driving mode execution means for executing a charging driving mode for simultaneously driving the driving wheels and charging the battery by the electric motor with the power of the internal combustion engine as the driving mode of the hybrid vehicle;
Engine drive energy calculating means for calculating engine drive energy, which is energy transmitted from the internal combustion engine to the drive wheels, using engine efficiency and drive efficiency of the transmission mechanism;
Charging energy, which is electric energy when charging of the battery is performed by converting the power of the internal combustion engine into electric power by the electric motor, is the engine efficiency, the charging efficiency of the transmission mechanism, and the charging of the electric motor. Charging energy calculating means for calculating efficiency and predicted efficiency that is efficiency when predicted to use the power in the battery;
An overall efficiency parameter calculating means for calculating an overall efficiency parameter representing an overall efficiency of the entire hybrid vehicle when executing the charging travel mode using the engine driving energy and the charging energy;
A control apparatus for a hybrid vehicle, comprising:   The past charge amount is a charge up to the present time calculated using a value obtained by converting the amount of fuel used for charging the capacitor into an electric energy, the engine efficiency, the charge efficiency of the transmission mechanism, and the charge efficiency of the electric motor. The hybrid vehicle control device according to claim 1, wherein the control device is an average value of the quantities.   5. The hybrid vehicle control device according to claim 1, wherein the predicted efficiency is calculated using charge / discharge efficiency of the battery, drive efficiency of the electric motor, and drive efficiency of the speed change mechanism. An internal combustion engine as a power source and an electric motor capable of generating electricity, a capacitor capable of transferring electric power to and from the electric motor, and a shift for transmitting the power of the internal combustion engine and the electric motor to the drive wheels while shifting at a plurality of shift stages In a hybrid vehicle control device having a mechanism,
A past charge amount storage that stores, as a past charge amount, an average value of a value obtained by converting the amount of fuel used for the charge into an electric energy when the electric motor is charged by the power of the internal combustion engine. Means,
A plurality of overall efficiency parameters representing the overall efficiency of the entire hybrid vehicle are calculated for each of the shift speeds, and the overall efficiency parameters of the driving mode in which the driving wheels are driven by the power of the electric motor are stored in the past Total efficiency parameter calculation means for calculating using the charge amount;
In accordance with a driving state parameter that represents the driving state of the hybrid vehicle, a driving mode at a gear stage that indicates a maximum value among a plurality of total efficiencies respectively represented by the plurality of total efficiency parameters calculated for each of the gear speeds. Driving mode selection means to select;
A control apparatus for a hybrid vehicle, comprising: An internal combustion engine, a motor capable of generating electricity, a battery capable of transferring power between the motors, an engine output shaft of the internal combustion engine and power from the motor are received by a first input shaft, and a plurality of shift stages The first speed change mechanism that can transmit to the drive wheels in a state where the speed is changed at any one of the speeds, and the state where the power from the engine output shaft is received by the second input shaft and the speed is changed at any one of a plurality of speed stages. Between the engine output shaft and the second transmission mechanism, a second transmission mechanism that can be transmitted to the drive wheels, a first clutch that can be engaged between the engine output shaft and the first transmission mechanism. In a control device for a hybrid vehicle having an engageable second clutch,
Past charge amount storage means for storing, as a past charge amount, an average value of a value obtained by converting the amount of fuel used for the charge into electric energy when the electric motor is charged by the power of the internal combustion engine. When,
A plurality of overall efficiency parameters representing the overall efficiency of the entire hybrid vehicle are calculated for each of the shift speeds of the first transmission mechanism and the second transmission mechanism, and the driving wheels are driven by the power of the electric motor. A total efficiency parameter calculating means for calculating a total efficiency parameter of the mode using the stored past charge amount;
In accordance with a driving state parameter that represents the driving state of the hybrid vehicle, a driving mode at a gear stage that indicates a maximum value among a plurality of total efficiencies respectively represented by the plurality of total efficiency parameters calculated for each of the gear speeds. Driving mode selection means to select;
A control apparatus for a hybrid vehicle, comprising: A charge amount detecting means for detecting a charge amount in the battery;
Correction means for correcting the operation of the internal combustion engine, the electric motor, and the speed change mechanism so that an execution time of the charging operation of the electric motor by the electric motor when the charge amount is equal to or less than a predetermined amount;
The hybrid vehicle control device according to claim 1, further comprising: A condenser temperature detecting means for detecting a condenser temperature as a temperature of the condenser;
Motor temperature detecting means for detecting a motor temperature as the temperature of the motor;
Limiting means for limiting output during driving of the motor when at least one of the capacitor temperature is equal to or higher than a first predetermined temperature and the motor temperature is equal to or higher than a second predetermined temperature; ,
The hybrid vehicle control device according to claim 1, further comprising: The hybrid vehicle is provided with a car navigation system that stores data representing road information around the hybrid vehicle traveling,
Based on data stored in the car navigation system, further comprising prediction means for predicting the traveling state of the hybrid vehicle;
9. The hybrid vehicle according to claim 1, wherein the travel mode selection unit selects the travel mode further according to the predicted travel state of the hybrid vehicle. Control device. A hybrid having an internal combustion engine as a power source and an electric motor capable of generating electricity, a battery capable of transferring electric power to and from the electric motor, and a speed change mechanism that transmits power of the internal combustion engine and the electric motor to drive wheels while changing speed. In a vehicle control method,
Calculating engine drive energy, which is energy transmitted from the internal combustion engine to the drive wheels, using engine efficiency and drive efficiency of the transmission mechanism;
The past charge amount, which is the charge amount reflecting the charge efficiency up to the present time to the capacitor, the motor drive energy that is the energy transmitted from the motor to the drive wheel, the charge / discharge efficiency of the capacitor, the drive of the motor Calculating using the efficiency and the driving efficiency of the transmission mechanism;
Charging energy, which is electric energy when charging of the battery is performed by converting the power of the internal combustion engine into electric power by the electric motor, is the engine efficiency, the charging efficiency of the transmission mechanism, and the charging of the electric motor. Calculated using the predicted efficiency that is the efficiency and efficiency when predicted to use the power in the capacitor,
Using the engine driving energy, the electric motor driving energy, and the charging energy, a plurality of total efficiency parameters representing the total efficiency of the entire hybrid vehicle are calculated,
According to a driving state parameter representing a driving state of the hybrid vehicle, a driving mode in which a maximum value among a plurality of total efficiencies respectively represented by the plurality of total efficiency parameters is selected from the plurality of driving modes. A control method for a hybrid vehicle, which is characterized.

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