JP3380728B2 - Control device for hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle having an engine and a motor as a prime mover.

[0002]

2. Description of the Related Art A hybrid vehicle having an engine and a motor as a prime mover has been conventionally known, and a control unit for such a prime mover of a hybrid vehicle is disclosed in, for example, Japanese Unexamined Patent Publication No. 8-82232.
It is known as a technique that considers the output distribution of the engine and the motor.

In this device, when the accelerator pedal is depressed and the output torque required by the vehicle driver is rapidly increased, the output torque of the engine is gradually increased (specifically, the intake air amount of the engine is changed). Gradually increase)
On the other hand, torque distribution control is performed so that the output torque of the motor is rapidly increased to compensate for the shortage of engine output torque. This is to prevent this by paying attention to the fact that when the intake supply amount of the engine is rapidly increased, the air-fuel ratio changes and the exhaust gas characteristics deteriorate.

[0004]

Generally, since the intake air amount of the engine does not increase immediately even if the throttle valve is opened, the engine output has a characteristic that it rises with a delay from the opening time of the throttle valve. ing. In the above-mentioned conventional device, the output distribution of the motor and the engine according to the dynamic delay of the engine is not taken into consideration, and there is a case where a torque shock is generated at the time of sudden acceleration.

Further, as shown in FIG. 15 (a), when the throttle valve is suddenly opened, the motor output is controlled corresponding to the opening of the throttle valve without performing the control for gradually increasing the engine output. A method of increasing the number as shown in FIG. However, in this method, there is a problem that the combined driving force of the engine and the motor changes as shown in FIG. 7D, and the increase in the motor output precedes the increase in the engine output, resulting in a torque shock.

The present invention has been made in view of the above points, and it is an object of the present invention to provide a control device for a hybrid vehicle that can prevent occurrence of torque shock while maintaining good drivability.

[0007]

[0008]

[0009]

[0010]

[0011]

In order to achieve the above object, the invention according to claim 1 is an engine for driving a drive shaft of a vehicle, a motor for assisting the drive of the drive shaft by electric energy, and the motor. A control device for a hybrid vehicle, comprising: a power storage unit that supplies electric power to a target drive force calculation unit that calculates a target drive force of the vehicle according to an operating state of the vehicle; and the motor according to the target drive force. Required output calculation means for calculating the required output of the vehicle, control means for controlling the motor so as to obtain the calculated required output, and a gear shift provided between the drive shaft of the vehicle and the engine and the motor. And a gear ratio detecting means for detecting a gear ratio of the speed change mechanism, wherein the control means sets the output of the motor to a value corresponding to the demand output in accordance with a change in the demand output. When to gradually change until,
Unit time of the motor output according to the detected gear ratio
The feature is that the amount of change per hit is set.

According to this structure, the motor outputUnit time
Amount of change per hitIs set according to the gear ratio of the transmission
Therefore, increase the motor output at an appropriate rate of change corresponding to the gear ratio.
It is possible to reduce the number of vehicles and drive the vehicle more smoothly.
It ClaimTwoThe invention described in1Haribu described in
In the lid vehicle control device, the control means is
As the detected gear ratio increases, the motor outputUnit time
Amount of change per unitIt is characterized by increasing. this
According to the configuration,Amount of change per unit time
Increases as the gear ratio of the transmission increases.
When the ratio is high, the motor output changes rapidly and the
The desired driving force can be obtained and the gear ratio is low.
The motor output changes at a low rate of change,
Can be avoided.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram schematically showing the structure of a drive system of a hybrid vehicle and a control system therefor according to an embodiment of the present invention (components such as sensors and actuators are omitted). Engine (hereinafter "engine"
The drive shaft 2 driven by 1 is a transmission mechanism 4
The drive wheels 5 can be driven via the.
The motor 3 is arranged so that the drive shaft 2 can be directly driven to rotate, and has a regenerative function of converting kinetic energy due to the rotation of the drive shaft 2 into electric energy and outputting the electric energy. The motor 3 is connected to a supercapacitor (electric double layer capacitor having a large electrostatic capacity) 14 via a power drive unit (hereinafter referred to as “PDU”) 13, and P
Driving and regeneration are controlled via the DU 13.

An engine electronic control unit (hereinafter referred to as "ENGECU") 11 for controlling the engine 1,
A motor electronic control unit (hereinafter referred to as "MOTECU") 12 that controls the motor 3 and a management electronic control unit (hereinafter referred to as "M") that performs energy management based on the determination of the state of the supercapacitor 14.
A GECU ”15) and a transmission electronic control unit (“ T / MECU ”) 16 for controlling the transmission 4 are provided, and these ECUs are connected to each other via a data bus 21. Each ECU
The detection data, flag information, and the like are mutually transmitted via the data bus 21.

FIG. 2 is a diagram showing the configuration of the engine 1, the ENGECU 11 and its peripheral devices. A throttle valve 103 is arranged in the middle of the intake pipe 102 of the engine 1. The throttle valve 103 has a throttle valve opening (θT
H) The sensor 104 is connected and outputs an electric signal according to the opening degree of the throttle valve 103 to output ENGECU.
Supply to 11. Further, the throttle valve 103 is of a so-called drive-by-wire type (DBW), and a throttle actuator 105 for electrically controlling the valve opening thereof is connected. The operation of the throttle actuator 105 is controlled by the ENGECU 11.

The fuel injection valve 106 is provided for each cylinder between the engine 1 and the throttle valve 103 and slightly upstream of an intake valve (not shown) of the intake pipe 102, and each fuel injection valve 106 has a pressure regulator ( (Not shown) to a fuel tank (not shown) and electrically connected to the ENG ECU 11
A signal from U11 controls the valve opening time and valve opening timing of the fuel injection valve 106.

A pipe 10 is provided immediately downstream of the throttle valve 103.
An intake pipe absolute pressure (PBA) sensor 108 is provided via 7, and the absolute pressure signal converted into an electric signal by the absolute pressure sensor 108 is supplied to the ENGECU 11.

An intake air temperature (TA) sensor 109 is attached downstream of the absolute pressure sensor 108, and the intake air temperature T
ENGECU by detecting A and outputting the corresponding electric signal
Supply to 11. The engine water temperature (TW) sensor 110 mounted on the body of the engine 1 is composed of a thermistor or the like,
The engine water temperature (cooling water temperature) TW is detected and a corresponding temperature signal is output and supplied to the ENGECU 11.

The engine speed (NE) sensor 111 is mounted around a cam shaft or crank shaft (not shown) of the engine 1, and a signal pulse (hereinafter referred to as "hereinafter referred to as" a pulse "at a predetermined crank angle position every 180 degrees rotation of the crank shaft of the engine 1). TD
C signal pulse ”) is output, and this TDC signal pulse is supplied to the ENGECU 11.

Spark plug 113 of each cylinder of engine 1
Is connected to ENGECU 11 and is connected to ENGECU 11.
The ignition timing is controlled by 11.

A three-way catalyst 115 for purifying HC, CO, NOx, etc. in the exhaust gas is installed in the middle of the exhaust pipe 114 of the engine 1, and an air-fuel ratio (LAF) sensor is provided upstream thereof. 117 is attached. The LAF sensor 117 outputs an electric signal almost proportional to the oxygen concentration in the exhaust gas and supplies it to the ENGECU 11. The LAF sensor 117 can detect the air-fuel ratio of the air-fuel mixture supplied to the engine 1 over a wide range from the lean side to the rich side of the stoichiometric air-fuel ratio.

The three-way catalyst 115 is provided with a catalyst temperature (TCAT) sensor 118 for detecting its temperature,
The detection signal is supplied to the ENGECU 11. Also,
A vehicle speed sensor 119 for detecting a vehicle speed VCAR of the vehicle and an accelerator opening sensor 12 for detecting an accelerator pedal depression amount (hereinafter referred to as “accelerator opening”) θAP.
0 is connected to the ENGECU 11, and the detection signals of these sensors are supplied to the ENGECU 11.

The ENGECU 11 shapes the input signal waveforms from various sensors and corrects the voltage level to a predetermined level.
An input circuit having a function of converting an analog signal value into a digital signal value, a central processing circuit (hereinafter referred to as "CPU"), a storage means for storing various calculation programs executed by the CPU and calculation results, and fuel injection. It is composed of an output circuit for supplying a drive signal to the valve 106 and the spark plug 113. The basic configuration of other ECUs is ENGECU
The same as 11.

FIG. 3 shows the motor 3, the PDU 13, the supercapacitor 14, the MOTECU 12 and the MGECU 1.
It is a figure which shows the connection state of 5 in detail.

The motor 3 is provided with a motor rotation speed sensor 202 for detecting the rotation speed thereof, and the detection signal thereof is supplied to the MOTECU 12. The connection line connecting the PDU 13 and the motor 3 is provided with a current-voltage sensor 201 for detecting the voltage and current supplied to the motor 3 or output from the motor 3, and P
The DU 13 is provided with a temperature sensor 203 for detecting its temperature, more specifically, the protection resistance of the drive circuit of the motor 3 or the temperature TD of the IGBT module (switching circuit). Detection signals from these sensors 201 and 203 are supplied to the MOTECU 12.

The connection line connecting the supercapacitor 14 and the PDU 13 has a voltage-current sensor for detecting the voltage between the output terminals of the supercapacitor 14 and the current output from or supplied to the supercapacitor 14. 204 is provided, and the detection signal thereof is supplied to the MGECU 15.

FIG. 4 is a diagram showing a connection state between the transmission mechanism 4 and the T / MECU 16. The speed change mechanism 4 is provided with a gear position sensor 301 that detects the gear position GP, and the detection signal thereof is supplied to the T / MECU 16. In the present embodiment, since the transmission mechanism 4 is an automatic transmission,
The transmission actuator 302 is provided, and the T / MECU 1
Its operation is controlled by 6.

FIGS. 5 and 6 show the total required driving force, that is, the driving force required by the driver for the vehicle.
6 is a flowchart showing a procedure of a driving force distribution process for deciding how much to distribute to a vehicle.
12 is executed every predetermined time (for example, 1 msec).
Note that the MGECU 15 may be configured to execute this process.

In FIG. 5, first, in step S1, the remaining capacity of the supercapacitor 14 is detected by the following method, for example.

That is, the capacitor output current and the input current (charging current) detected by the current / voltage sensor 204 are integrated every predetermined time, and the discharge amount integrated value CAPA is obtained.
DISCH (positive value) and charge amount integrated value CAPACH
G (negative value) is calculated, and the remaining capacity of the capacitor CAPARE
M is calculated by the following equation (1).

CAPAREM = CAPAFULL- (CAPADISCH + CAPACHG) (1) where CAPAFULL is the supercapacitor 14
Is the dischargeable amount when is fully charged.

Then, the calculated remaining capacity of the capacitor CAPAREM is corrected by the internal resistance of the supercapacitor 14 which changes depending on the temperature or the like, and the final remaining capacity of the supercapacitor 14 is detected. In the following description, the full charge dischargeable amount C of the corrected remaining capacity is
Percentage to APAFULL (%) Remaining capacity CAPAR
It is called EMC.

Although the remaining capacity of the supercapacitor 14 is detected in the present embodiment, the open end voltage of the supercapacitor 14 may be detected instead.

Next, in step S2, in accordance with the detected remaining capacity, the distribution amount on the motor 3 side, that is, the drive amount to be output by the motor 3 during the total required drive force (target drive force POWERCOM) (this amount is , To express it as a ratio to the target driving force, hereinafter referred to as “allocation ratio”) PRATIO,
The output allocation rate setting table is searched and determined.

FIG. 7 is a diagram showing an example of the output distribution ratio setting table, in which the horizontal axis represents the remaining capacity CAPAREMC of the supercapacitor 14 and the vertical axis represents the distribution ratio PRATIO. In this output distribution ratio setting table, a distribution ratio for the remaining capacity that maximizes the charging / discharging efficiency of the supercapacitor 14 is preset.

In a succeeding step S3, the accelerator-throttle characteristic setting table shown in FIG. 8 is searched according to the accelerator opening θAP detected by the accelerator opening sensor 120, and a command value for throttle actuator 105 (hereinafter, (Throttle valve opening command value) θTHCOM is determined.

In the accelerator-throttle characteristic setting table, in the present embodiment, the accelerator opening θAP is set to the command value θTHCOM as it is, as shown in FIG.
It goes without saying that it is not necessary to limit to this.

Then, in step S4, according to the determined throttle valve opening command value θTHCOM, as shown in FIG.
The distribution table PRATIOTH is determined by searching the setting table of the motor output distribution according to the throttle valve opening shown in FIG.

As shown in FIG. 9, the setting table of the motor output distribution according to the throttle valve opening increases the motor output when the throttle valve opening command value θTHCOM is in the vicinity of full opening (for example, 50 degrees or more). Is set to.

In this embodiment, the distribution ratio PRATIOTH is set in accordance with the throttle valve opening command value θTHCOM.
However, the present invention is not limited to this, and the distribution rate may be determined using one or more of the vehicle speed, the engine speed, etc. as a parameter.

In the following step S5, the target driving force POWERCOM is determined by searching the target output map shown in FIG. 10 according to the throttle valve opening command value θTHCOM and the engine speed NE.

Here, the target output map is a map for determining the target driving force POWERCOM required by the driver, and is a throttle valve opening command value θTHCOM (this throttle valve opening command value is the accelerator opening θAP). Therefore, the target driving force PO may be set according to the accelerator opening degree θAP) and the engine speed NE.
WERCOM is set.

Further, in step S6, the correction term θTHADD of the throttle valve opening for generating the target driving force POWERCOM (that is, the target driving force POWE).
RCOM is the throttle valve opening θTHCOM + θTH
(Occurs when ADD is performed) is calculated, and step S7
Then, the vehicle speed VC detected by the vehicle speed sensor 119
The vehicle state determination map shown in FIG. 11 is searched according to the AR and the engine margin output EXPOWER to determine the vehicle traveling state VSTATUS.

Here, the engine margin output EXPOWE
R is calculated by the following equation (2).

EXPOWER = POWERCOM-RUNRST (2) However, RUNRST means running resistance of the vehicle, and is determined by searching a RUNRST table (not shown) set according to the vehicle speed VCAR. Target driving force P
The OWERCOM and the running resistance RUNRST are set in units of W (watt), for example.

Thus, the vehicle speed VCAR and the margin output E
Driving status determined by XPOWER VSTATUS
S is an assist distribution ratio of the motor 3 to the margin output EXPOWER, and is set to an integer value from 0 to 200 (unit is%), for example. Then, the running state VS
When TATUS is "0", it means that the vehicle should not be assisted (deceleration state or cruise state), and the running state VS
When TATUS is larger than “0”, it is a state in which assistance should be performed (assist state).

In the following step S8, the running state VSTA is set.
Determine whether TUS is larger than "0", VSTAT
When US> 0, that is, when in the assist state, the assist mode is set, and the process proceeds to step S9 in FIG.
When STATUS ≦ 0, that is, in the deceleration state or the cruise state, the regeneration mode (deceleration regeneration mode or cruise charge mode) is set, and the process proceeds to step S12 in FIG.

In step S9, the motor required output MOTORPOWER is calculated by the following equation (3).

MOTORPOWER = POWERCOM × PRATIO × PRATIOTH × VSTATUS ... (3) Next, a MOTORCOM calculation process (FIG. 12) for calculating the motor output command value MOTORCOM according to the required output MOTORPOWER is executed (step S10).

In step S41 of FIG. 12, the current required output MOTORPOWER calculated in step S9 and the previous motor required output MOT are calculated by the following equation (4).
A required output change amount DMPOWER, which is a deviation from ORPOWER (n-1), is calculated. (N-1) is added to indicate that it is the previous value.

DMPOWER = MOTORPOWER-MOTORPOWER (n-1) (4) Then, the required output change amount DMPOWER and the gear position G
The RMPOWER map is searched according to P and the reference output change amount RMPO corresponding to the upper limit value of the change amount (change rate) of the motor required output MOTORPOWER per unit time.
WER is calculated (step S42). RMPOWER
The map shows that the reference output change amount RM increases as the required output change amount DMPOWER increases and as the gear ratio (driven side rotation speed / driving side rotation speed) corresponding to the gear position GP increases.
POWER is set to increase. Further, the reference output change amount RMPOWER when the required output change amount DMPOWER is a negative value is set to a negative value.

In step S43, the required output change amount DM
The absolute value of POWER is the reference output change amount RMPOWER
Is larger than the absolute value of | DMPOWER
If | ≦ | RMPOWER |, the motor output command value MOTORCOM is set to the required output MOTORPOWER calculated in step S9 (step S45).
On the other hand, when | DMPOWER |> | RMOWER |, the motor output command value MOTORCOM is calculated by the following equation (5) (step S44).

MOTORCOM = MOTERPOWER (n-1) + RMPOWER ... (5) By steps S43 to S45, the motor output command value MO
The amount of change in TORCOM (current value-previous value) is suppressed below the reference output change amount RMPOWER. As a result, when the motor required output MOTORPOWER changes as shown by the solid line in FIG. 13, the motor output command value MOTORC
The OM gradually changes as shown by the broken line in the figure. Further, for example, as shown in FIG. 15A, when the driver of the vehicle depresses the accelerator pedal and the throttle valve is opened, the motor output command value MOTORCOM, that is, the motor output is as shown in FIG. As shown in the figure (f), the combined driving force of the motor output and the engine output smoothly increases because the motor output increases gradually in synchronization with the change in the engine output. Can be prevented.

Further, the reference output change amount RMPOWER is
As described above, the speed ratio is set to increase as the speed ratio increases. Therefore, when the speed ratio is high, the motor output changes rapidly, and the desired driving force can be obtained early and the speed ratio is low. In this case, the motor output changes at a low rate of change, and torque shock can be avoided.

Returning to FIG. 6, in step S11, the motor output command value MOTORCOM calculated in step S10.
According to the correction value (reduction value) θTHASSIST for controlling the target value θTHO of the throttle valve opening in the closing direction.
Is calculated, and the process proceeds to step S18.

This correction term θTHASSIST is for suppressing the output on the engine 1 side by the increase in the output on the motor 3 side by the motor output command value MOTORCOM. The correction term θTHASSIST is calculated as follows. It depends on the reason.

That is, the throttle valve opening command value θTHCOM determined in step S3 and the above step S3.
The target value θTHO of the throttle valve opening is determined by the sum of the correction term θTHADD calculated in step 6, and the target value θTHO is used to determine the throttle actuator 105.
When the control is performed, the target driving force POWERCOM is generated only by the output on the engine 1 side. Therefore,
When the motor 3 is controlled by the motor output command value MOTORCOM converted in step S10 without correcting the target value θTHO, the sum of the output on the engine 1 side and the output on the motor 3 side exceeds the target driving force POWERCOM. As a result, a driving force larger than the driving force requested by the driver is generated. Therefore, the output on the engine 1 side corresponding to the output of the motor 3 is suppressed, and the motor 3
Side output and the output of the engine 1 side is the target driving force P
Correction term θTHASSIS so that it becomes OWERCOM
T is calculated.

In step S12, it is determined whether or not the current regeneration mode is the deceleration regeneration mode. This determination is
Based on the margin output EXPOWER, EXPOWER
It is performed by determining whether R <0 (or less than a negative predetermined value near 0). It should be noted that this determination is based on the fact that the change amount DAP of the accelerator opening θAP is a predetermined negative amount D
It may be performed by determining whether or not it is smaller than APD (in that case, when DAP <DAPD, it is determined as the deceleration regeneration mode, and when DAP ≧ DAPD, it is determined as the cruise regeneration mode).

In step S12, the margin output EXPOWE
When R is smaller than 0 (when it is smaller than a negative predetermined value near 0), it is determined to be the deceleration regeneration mode, and the motor request output MOTORPOWER is set to the deceleration regeneration output REGPOWER.
Set to R (step S13). Here, the deceleration regeneration output REGPOWER is calculated by a deceleration regeneration processing routine (not shown).

In the following step S14, the optimum target value θTHO of the throttle valve opening in the deceleration regeneration mode, that is, the target value θTHO of the throttle valve opening calculated in the deceleration regeneration processing routine is read and set, and then in step S19. Proceed to.

On the other hand, in step S12, the margin output EXP
When OWER is a value near 0 (the answer in step S8 is negative (NO), the running state VSTATUS is 0).
Is determined to be the cruise charge mode, and the motor request output MOTORPOWER is set to the cruise charge output CR.
Set to UISEPOWER (step S15). Here, the cruise charge output CRUISEPOWER is calculated by a cruise charge processing routine (not shown).

In the following step S16, FIG.
Is executed to calculate the motor output command value MOTORCOM, and in step S17, the motor output command value M
Target value θ of throttle valve opening according to OTORCOM
Correction term (increase value) θT for controlling THO in the opening direction
After calculating HSUB, the process proceeds to step S18.

Here, the reason why the correction term θTHSUB is calculated is exactly the same as the reason why the correction term θTHASSIST is calculated.

That is, in the cruise charge mode, the motor required output MOTORPOWER is the motor required output MOTORPOWER in the assist mode.
A value having the opposite sign to ER is set. That is, the motor 3 is controlled in the direction of decreasing the target driving force POWERCOM by the motor output command value MOTORCOM in the cruise charge mode. Therefore, in order to maintain the target driving force POWERCOM in the cruise charge mode, the output reduced by the motor output command value MOTORCOM must be covered by the output of the engine 1.

In step S18, the target value θTHO of the throttle valve opening is calculated by the following equation (6).

ΘTHO = θTHCOM + θTHADD + θTHSUB-θTHASSIST (6) In the following step S19, the target value θ of the throttle valve opening
It is determined whether or not THO is greater than or equal to a predetermined value θTHREF. When θTHO <θTHREF, it is determined whether or not the intake pipe absolute pressure PBA is less than or equal to the predetermined value PBAREF (step S20).

In step S20, PBA> PBAREF
If .theta.THO.gtoreq..theta.THREF in step S19 or if PBA.ltoreq.PBAREF in step S20, the gear ratio of the speed change mechanism 4 is changed to the low speed ratio (Low) side. After (step S21), this driving force distribution processing is ended.

The state where the processing shifts to step S21 is
The remaining capacity of the supercapacitor 14 decreases and the required motor output MOTORPOWER decreases, and the engine 1 side needs to cover this decrease, but the engine 1 side cannot increase the output any more. At this time, the gear ratio of the speed change mechanism 4 is changed to the low speed ratio side, the torque generated in the drive shaft 2 is maintained constant (the same torque as before shifting to step S21), and drivability is maintained. . It should be noted that this gear ratio changing process is actually performed by T / M.
The ECU 16 executes the instruction according to the instruction from the MOTECU 12.

Next, the engine control executed by the ENGECU 11 will be described.

FIG. 14 is a flow chart showing the overall construction of the engine control process.
It is executed by U11, for example, every predetermined time.

First, various engine operating parameters such as the engine speed NE and the intake pipe absolute pressure PBA are detected (step S131), and then the operating state determination process (step S132), the fuel control process (step S133),
The ignition timing control process (step S134) and the DBW control process (step S135) are sequentially executed.

That is, while controlling the fuel injection amount and the ignition timing according to the engine speed NE, the intake pipe absolute pressure PBA, etc., the actual throttle valve opening θT
The drive control of the throttle actuator 105 is performed so that H becomes the target value θTHO of the throttle valve opening calculated in step S18 of FIG. 6 (step S135).

In the above embodiment, step S in FIG.
5 corresponds to the target driving force calculation means, and step S9 in FIG.
Corresponds to the required output calculation means, and the processing of step S10 of FIG. 6 and FIG. 12 corresponds to the control means.

The present invention is not limited to the above-mentioned embodiments, but can be implemented in various forms. For example, not only a super capacitor but a battery may be used as the power storage means.

Further, in the above-described embodiment, the reference output change amount RMPOWER is calculated in accordance with the required output change amount DMPOWER and the gear position GP in the processing of FIG. 12, but the present invention is not limited to this. Change amount of driving force POWERCOM, intake pipe absolute pressure PBA, change amount of intake pipe absolute pressure PBA per unit time, moving average value of change amount of throttle valve opening θTH per unit time, required output change amount DMPOWER and Gear position G
The reference output change amount RMPOWER may be calculated according to at least one of P (gear ratio). Amount of change in target driving force POWERCOM, absolute pressure PB in intake pipe
A, the amount of change in the absolute pressure PBA in the intake pipe per unit time,
The moving average value of the amount of change in the throttle valve opening θTH per unit time and the required output change amount DMPOWER are equivalent to the “parameters related to the required output change amount” described in the claims.

Further, instead of the so-called DBW type throttle valve, an engine equipped with a throttle valve mechanically linked to an ordinary accelerator pedal may be used. In that case, the control of the intake air amount according to the motor output may be performed by a passage bypassing the throttle valve and a control valve provided in the middle of the passage. Furthermore, the intake air amount control should be performed by changing the opening period of the intake valve in an engine equipped with an electromagnetically driven intake valve (an intake valve that is electromagnetically driven, not a cam mechanism). May be.

Further, the speed change mechanism 4 may be a continuously variable speed change mechanism capable of continuously changing the speed change ratio. In that case, instead of detecting the gear position GP, the rotational speeds of the drive shaft and the driven shaft are changed. The gear ratio is calculated from the ratio.

[0079]

As described above in detail, according to the present invention, the vehicle
According to the target driving force calculated according to both operating conditions,
The required output of the data is calculated, and the calculated required output is obtained.
Change the required output when controlling the motor so that
The output of the motor becomes a value corresponding to the required output according to
Motor output per unit time
Change amount is set according to the gear ratio of the transmission.
To increase or decrease the motor output at an appropriate rate of change corresponding to the gear ratio.
It is possible to drive the vehicle more smoothly.
It Further, according to the present invention, the unit time of the motor output is reached.
Change amount increases as the gear ratio of the transmission increases.
Therefore, when the gear ratio is high, the motor output changes quickly.
The desired driving force can be obtained early and
When the gear ratio is low, the motor output changes at a low rate of change.
However, torque shock can be avoided.

[Brief description of drawings]

FIG. 1 is a diagram for explaining a schematic configuration of a drive device for a hybrid vehicle and a control device thereof according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of an engine control system.

FIG. 3 is a diagram showing a configuration of a motor control system.

FIG. 4 is a diagram showing a control system of a speed change mechanism.

FIG. 5 is a flowchart showing a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.

FIG. 6 is a flowchart showing a procedure of a driving force distribution process for determining how much the total required driving force is distributed to the motor and the engine.

FIG. 7 is a diagram showing an example of an output distribution ratio setting table.

FIG. 8 is a diagram showing an example of an accelerator-throttle characteristic setting table.

FIG. 9 is a diagram showing a setting table of motor output distribution according to a throttle valve opening.

FIG. 10 is a diagram showing an example of a target output map.

FIG. 11 is a diagram showing an example of a vehicle state determination map.

12 is a flowchart of MOTORCOM calculation processing of FIG.

FIG. 13 is a diagram showing a relationship between a motor required output MOTORPOWER and a converted motor output command value MOTORCOM.

FIG. 14 is a flowchart showing the overall configuration of engine control processing.

FIG. 15 is a time chart showing changes in vehicle driving force corresponding to changes in throttle valve opening.

[Explanation of symbols]

1 Internal Combustion Engine 2 Drive Shaft 3 Motor 4 Transmission Mechanism 5 Drive Wheel 11 Engine Control Electronic Control Unit 12 Motor Control Electronic Control Unit (Target Driving Force Calculation Means, Required Output Calculation Means, Control Means) 13 Power Driving Unit 14 Super Capacitor (Power Storage Means) 15 management electronic control unit 16 transmission mechanism control electronic control unit 21 data bus

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI B60K 41/00 301 B60K 41/00 301B 301D 41/04 41/04 F02D 29/00 F02D 29/00 H 29/02 29/02 D (72) Inventor Motoshi Ishikawa, 1-4-1, Chuo, Wako-shi, Saitama, Ltd., Honda R & D Co., Ltd. (72) Inventor, Shigeru Aoki 1-1-4, Chuo, Wako, Saitama, Ltd., R & D Co., Ltd. (72) Inventor Shigeru Ibaraki 1-4-1 Chuo, Wako-shi, Saitama, Honda R & D Co., Ltd. (56) References JP-A-8-237809 (JP, A) JP-A-8-98319 (JP, A) ) JP-A-9-308011 (JP, A) JP-A-9-294306 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 6/02-6/04 B60L 11 / 00-11/18 F02D 29/00-29/06 B60K 41/00-41/28

Claims (2)

(57) [Claims] 1. A control device for a hybrid vehicle, comprising: an engine for driving a drive shaft of a vehicle; a motor for assisting the drive of the drive shaft by electric energy; and a power storage means for supplying electric power to the motor. Target driving force calculation means for calculating the target driving force of the vehicle according to the driving state of the vehicle, required output calculation means for calculating the required output of the motor according to the target driving force, and the calculated required output Control means for controlling the motor so as to obtain, a speed change mechanism provided between the drive shaft of the vehicle and the engine and the motor, and a speed ratio detection means for detecting a speed ratio of the speed change mechanism. When the output of the motor is gradually changed to a value corresponding to the required output in response to the change in the required output, the control means responds to the detected gear ratio. A control device for a hybrid vehicle, characterized in that the amount of change in the motor output per unit time is set. Wherein said control means controls the hybrid vehicle according to claim 1, wherein increasing the amount of change per unit of motor output time as detected gear ratio is increased <br/> apparatus.