JP5796384B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle.

  A hybrid vehicle equipped with a hybrid system including two motor generators and an engine is known. In such a hybrid vehicle, the first motor generator is driven using a part of the power output from the engine, and the second motor generator is driven using the electric power generated there. The driving wheel may be driven by adding the driving force of the second motor generator to the driving force.

  In this way, a part of the power output from the engine is distributed to the first motor generator, and the driving is assisted by the power from the second motor generator, so that the engine speed is adjusted and the engine operates efficiently. A desired driving force can be obtained while operating the vehicle.

  A control device for controlling such a hybrid vehicle calculates an engine power command value based on a required power calculated based on an accelerator operation amount and the like, and calculates a target engine torque and a target engine speed based on the engine power command value. Set. The target engine speed and the target engine torque are set with reference to maps as shown in FIGS. Specifically, the target engine speed and target engine torque are set based on the torque and engine speed at the engine operating point where the fuel efficiency operating line connecting the engine operating points that provide good fuel efficiency and the equal power curve intersect. Is done.

  Some engines mounted in such a hybrid system include an exhaust gas recirculation mechanism that recirculates a part of exhaust gas into a cylinder of the engine. In Patent Document 1, when exhaust gas recirculation is performed in which a part of exhaust gas is recirculated into the cylinder through the exhaust gas recirculation mechanism, the fuel efficiency operation line is changed so that the target engine speed is set to a higher value. A control device for a hybrid vehicle is disclosed.

JP 2008-296664 A

  By the way, when the fuel consumption operation line is changed so that the target engine speed is set to a higher value when exhaust gas recirculation is executed as described above, as shown in FIG. Even when the output power is equal, the engine speed is higher when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being executed.

  Therefore, when exhaust gas recirculation is being executed, the engine speed is closer to the upper limit than when exhaust gas recirculation is not being executed as shown in FIG. 6 (X1 <X2 in FIG. 6). The engine speed easily reaches the upper limit value.

  As a result, the engine speed reaches the upper limit, and beyond that, acceleration continues by increasing the driving force of the motor generator without increasing the engine speed. There will be a situation where no increase occurs. In this case, a good acceleration feeling cannot be obtained, and the driver may feel uncomfortable.

  For hybrid vehicles, an engine operating point that outputs a large torque at an engine speed lower than the engine operating point on the fuel efficiency operating line when acceleration demand is large, such as when the amount of accelerator operation is extremely large, is connected. The engine operating point is also changed along the output-oriented operation line. When shifting to control that changes the engine operating point along the output-oriented operation line, the engine operating point is moved to the output-oriented operating line along the equal power curve as shown by the arrow in FIG. Change the engine operating point along the operating line.

  When the engine operating point is moved to the output-oriented operation line along the equal power curve, the engine speed decreases. However, when the exhaust gas recirculation is executed as shown in FIG. 7, the exhaust gas recirculation is performed. The amount of decrease in the engine speed until reaching the output-oriented operation line is larger than when not executing (X4> X3 in FIG. 7).

  For this reason, when exhaust gas recirculation is being executed, the engine speed is greatly reduced even though acceleration is requested. Therefore, also in this case, a good feeling of acceleration cannot be obtained, and the driver may feel uncomfortable.

  The present invention has been made in view of the above circumstances, and the object thereof is as described above when the exhaust gas recirculation is not performed when the acceleration request is made while the exhaust gas recirculation is being performed. An object of the present invention is to provide a control device for a hybrid vehicle that can suppress the deterioration of acceleration feeling.

In the following, means for achieving the above object and its effects are described .

According to the first aspect of the present invention, the exhaust gas recirculation is set by setting the target engine speed and the target engine torque based on the engine operating point that is the intersection of the equal power curve corresponding to the engine power command value and the fuel consumption operating line. A control device for a hybrid vehicle that controls an engine equipped with a mechanism, and changes the fuel consumption operation line depending on whether exhaust gas recirculation is performed to recirculate part of exhaust gas into a cylinder, and exhaust gas recirculation Is a control device for a hybrid vehicle that makes the target engine speed set higher when exhaust gas recirculation is not executed than when exhaust gas recirculation is not executed. A hive that changes the engine operating point along an output-oriented operating line that connects engine operating points that output a large torque at an engine speed lower than the point Depending on whether exhaust gas recirculation is being executed or not, a threshold value for determining whether or not to shift to control that changes the engine operating point along the output-oriented operation line. The gist is to make it easier to shift to control that changes the engine operating point along the output-oriented operation line than when the exhaust gas recirculation is not performed, when the exhaust gas recirculation is performed. .

  When the engine operating point is changed along the output-oriented operation line, torque is output at a lower engine speed than when the engine is controlled based on the equal power curve and the fuel consumption operation line. Therefore, an increase in engine speed is suppressed, and a period in which the engine speed increases as the vehicle speed increases can be secured.

  According to the above configuration, when exhaust gas recirculation is being executed, the threshold for determining whether or not to shift to control for changing the engine operating point along the output-oriented operation line is changed, and exhaust gas recirculation is performed. It becomes easier to shift to the control for changing the engine operating point along the output-oriented operation line than when the operation is not executed.

That is, according to the first aspect of the present invention, when an acceleration request is made while exhaust gas recirculation is being performed, it is easy to shift to control that changes the engine operating point along the output-oriented operation line. Therefore, it is possible to suppress the deterioration of the acceleration feeling as compared with the case where the exhaust gas recirculation is not executed and to obtain a good acceleration feeling.

The invention according to claim 2, hybrid vehicle according to claim 1, along with the output emphasis operation line shifts to the control for changing the engine operating point is greater than the operating amount operation amount of the accelerator is referenced The control apparatus for a hybrid vehicle reduces the reference operation amount when exhaust gas recirculation is being executed compared to when the exhaust gas recirculation is not being executed.

The operation amount based on the accelerator operation amount is set as a threshold value for determining whether or not to shift to the control that changes the engine operating point along the output-oriented operation line. When the control amount is shifted to control for changing the engine operating point along the output-oriented operation line when the operation amount is larger than the operation amount to be performed, exhaust gas recirculation is executed as described in claim 2. When the exhaust gas recirculation is not performed, the reference operation amount may be made smaller than when the exhaust gas recirculation is not executed.

  By adopting such a configuration, when exhaust gas recirculation is being performed, it becomes easier to shift to control for changing the engine operating point along the output-oriented operation line than when exhaust gas recirculation is not being performed.

According to a third aspect of the present invention, the control apparatus for a hybrid vehicle according to the first aspect shifts to control for changing the engine operating point along the output-oriented operation line when the required power is larger than a reference value. And a control device for a hybrid vehicle that makes the reference value smaller when exhaust gas recirculation is executed than when the exhaust gas recirculation is not executed.

Set a reference value for the required power calculated based on the amount of accelerator operation, vehicle speed, etc., as a threshold for determining whether or not to shift to control that changes the engine operating point along the output-oriented operation line and, when the required power is so as to transition to the control for changing the engine operating point along the output emphasis operation line when larger than the value with the standard, as described in claim 3 When exhaust gas recirculation is being executed, the reference value may be made smaller than when exhaust gas recirculation is not being executed.

  By adopting such a configuration, when exhaust gas recirculation is being performed, it becomes easier to shift to control for changing the engine operating point along the output-oriented operation line than when exhaust gas recirculation is not being performed.

According to a fourth aspect of the present invention, when the required torque is larger than a reference value, the control device for the hybrid vehicle according to the first aspect shifts to a control for changing the engine operating point along the output-oriented operation line. And a control device for a hybrid vehicle that makes the reference value smaller when exhaust gas recirculation is executed than when the exhaust gas recirculation is not executed.

Set a reference value for the required torque calculated based on the amount of accelerator operation, vehicle speed, etc., as a threshold for determining whether or not to shift to control that changes the engine operating point along the output-oriented operation line and, when the required torque so that along the output emphasis operation line shifts to the control for changing the engine operating point is greater than the value with the standard, as described in claim 4 When exhaust gas recirculation is being executed, the reference value may be made smaller than when exhaust gas recirculation is not being executed.

  By adopting such a configuration, when exhaust gas recirculation is being performed, it becomes easier to shift to control for changing the engine operating point along the output-oriented operation line than when exhaust gas recirculation is not being performed.

The schematic diagram which shows the relationship between the power management control computer which is a control apparatus of the hybrid vehicle concerning this invention, and the hybrid system which is the control object. The flowchart which shows the flow of the process which changes the upper limit of the variation | change_quantity per unit time of an engine power command value. The flowchart which shows the flow of the process which changes the upper limit of the variation | change_quantity per unit time of engine speed. The flowchart which shows the flow of a process which changes the upper limit of the variation | change_quantity per unit time of the engine speed at the time of switching to output importance control. The flowchart which shows the flow of the process which changes the switching threshold value to output importance control. The map which shows the relationship between the upper limit of engine speed, the engine operating point when exhaust gas recirculation is performed, and the engine operating point when exhaust gas recirculation is not performed. The map which shows the relationship between the engine operating point on an output priority operation line, the engine operating point when exhaust gas recirculation is performed, and the engine operating point when exhaust gas recirculation is not performed.

(First embodiment)
Hereinafter, a first embodiment in which a control device for a hybrid vehicle according to the present invention is embodied as a power management control computer that performs output control of a hybrid system will be described with reference to FIGS. 1 and 2.

  As shown in FIG. 1, the hybrid system 100 according to the present embodiment is configured by connecting an engine 110 and two motor generators 120 and 150 via a power split mechanism 130 and a reduction gear 140.

  Each of the first motor generator 120 and the second motor generator 150 is a known synchronous generator motor including a rotor having a permanent magnet embedded therein and a stator around which a three-phase coil is wound.

  The power split mechanism 130 is a planetary gear including a sun gear 131 as an external gear, a ring gear 132 having an internal gear surrounding the sun gear 131, and a plurality of planetary gears 133 meshing with both the sun gear 131 and the ring gear 132. Mechanism. Each planetary gear 133 is connected by a planetary carrier 134 and is supported so as to be capable of rotating and revolving. The planetary carrier 134 is connected to the crankshaft 111 of the engine 110 via the damper 112 as shown in the lower right of FIG. The sun gear 131 is connected to the first motor generator 120. A counter gear 160 is engaged with the ring gear 132, and the power of the ring gear 132 is transmitted to the differential 180 through the counter gear 160 and the final gear 170.

  Further, as shown in the lower left of FIG. 1, a second motor generator 150 is connected to the ring gear 132 via a reduction gear 140. The reduction gear 140 is a planetary gear mechanism that includes a sun gear 141 and a plurality of planetary gears 143, similarly to the power split mechanism 130. However, in the reduction gear 140, the planetary carrier 144 is fixed. Therefore, the planetary gear 143 of the reduction gear 140 can rotate but cannot revolve. The second motor generator 150 is connected to the sun gear 141.

  In the hybrid system 100 configured as described above, the power from the engine 110 input from the planetary carrier 134 is distributed to the sun gear 131 side and the ring gear 132 side through the power split mechanism 130. The planetary ratio, which is the ratio of the number of teeth of the sun gear 131 to the number of teeth of the ring gear 132, is “ρ”, and the power is distributed according to this planetary ratio.

  The ring gear 132 integrates the power of the engine 110 input through the power split mechanism 130 and the power of the second motor generator 150 input through the reduction gear 140 and transmits them to the differential 180. As a result, the power output from the hybrid system 100 is distributed to the left and right drive wheels 190L and 190R via the differential 180.

  First motor generator 120 and second motor generator 150 are connected to battery 200 through inverter 210 and converter 220. Inverter 210 forms a three-phase bridge circuit with six insulated gate bipolar transistors for each of first motor generator 120 and second motor generator 150. Thereby, in the inverter 210, a direct current can be converted into a three-phase alternating current or a three-phase alternating current can be converted into a direct current by turning on and off the insulated gate bipolar transistor as a semiconductor switching element. .

  Converter 220 includes a reactor and two insulated bipolar transistors. By turning on / off one of the insulated bipolar transistors, power supplied from battery 200 is boosted and supplied to inverter 210. Further, the power supplied from the inverter 210 can be stepped down and supplied to the battery 200 by turning on and off the other insulated bipolar transistor.

  Thus, the alternating current generated by first motor generator 120 is transmitted to inverter 210 and converted into a direct current by inverter 210, and the voltage is stepped down through converter 220 and then charged to battery 200.

  When engine 110 is started, a direct current supplied from battery 200 is boosted through converter 220, converted to an alternating current by inverter 210, and supplied to first motor generator 120.

  The second motor generator 150 is also connected to the battery 200 through the inverter 210 and the converter 220 in the same manner as the first motor generator 120. When starting, at low speed, or during acceleration, the DC current supplied from the battery 200 is boosted by the converter 220 and then exchanged for AC current by the inverter 210 and supplied to the second motor generator 150.

  The first motor generator 120 functions as a starter motor that cranks the engine 110 when the engine 110 is started, and functions as a generator that generates power using the power of the engine 110 during operation of the engine 110.

  Further, during steady running or acceleration, the alternating current generated by the first motor generator 120 is supplied to the second motor generator 150 via the inverter 210. When second motor generator 150 is driven by the current thus supplied, the power is transmitted to reduction gear 140. The power transmitted to the reduction gear 140 is transmitted to the drive wheels 190L and 190R via the differential 180.

  In addition, when the accelerator operation is not performed or when the vehicle is decelerated such as when the brake operation is performed, second motor generator 150 is driven by the power transmitted from drive wheels 190L and 190R. At this time, the second motor generator 150 functions as a generator and generates power, whereby the power transmitted from the drive wheels 190L and 190R to the second motor generator 150 is converted into electric power. The electric power thus converted is converted from an alternating current to a direct current by the inverter 210, and after being stepped down through the converter 220, the battery 200 is charged.

  That is, at the time of deceleration such as when the accelerator operation is not performed or when the brake operation is performed, energy is recovered by performing regenerative braking in which kinetic energy is converted into electric energy and stored in the battery 200. ing.

  Such control of the hybrid system 100 is executed based on a control signal output from the power management control computer 500. The power management control computer 500 includes a central processing unit (CPU) that performs various arithmetic processes for controlling each part of the hybrid system 100, a read-only memory (ROM) that stores control programs and data, and arithmetic processes. And a random access memory (RAM) for temporarily storing the results.

  As shown in FIG. 1, a battery monitoring unit 250, a motor control unit 300, and an engine control unit 400 are connected to the power management control computer 500.

  The battery monitoring unit 250 receives a current value signal from a current sensor 230 provided on a power line between the battery 200 and the converter 220, a battery temperature signal from the battery temperature sensor 240, and the like. The battery monitoring unit 250 transmits data regarding the state of the battery 200 input from such sensors to the power management control computer 500 as necessary. The power management control computer 500 calculates the remaining charge of the battery 200 based on the integrated value of the detection values of the current sensor 230 transmitted from the battery monitoring unit 250.

  The motor control unit 300 controls the inverter 210 and the converter 220 according to the output request from the power management control computer 500, and controls the first motor generator 120 and the second motor generator 150. The motor control unit 300 is connected to a rotation sensor 320 for detecting the rotation speed Nm1 of the first motor generator 120 and a rotation sensor 350 for detecting the rotation speed Nm2 of the second motor generator 150. The motor control unit 300 transmits information necessary for vehicle control, such as information on the rotational speeds Nm1 and Nm2 detected by the rotation sensors 320 and 350, to the power management control computer 500.

  The engine control unit 400 performs fuel injection control, ignition timing control, intake air amount control, etc. in the engine 110 in accordance with an output request from the power management control computer 500. Further, the engine 110 is provided with an exhaust gas recirculation mechanism 115 for returning a part of the exhaust gas to the intake passage to return the exhaust gas into the cylinder. The engine control unit 400 controls the exhaust gas recirculation mechanism 115 to execute or stop exhaust gas recirculation to recirculate the exhaust gas into the cylinder, and to control the exhaust gas recirculated into the cylinder during the exhaust gas recirculation. Adjust the amount.

  The engine control unit 400 is connected to an air flow meter 410 that detects an intake air amount and a crank position sensor 420 that detects an engine speed Ne that is the rotational speed of the crankshaft 111. The engine control unit 400 is also connected to a throttle position sensor 430 that detects the opening of the throttle valve, a water temperature sensor 440 that detects an engine water temperature THW that is the cooling water temperature of the engine 110, and the like. The engine control unit 400 transmits information detected by these sensors to the power management control computer 500 as necessary.

  In addition to the battery monitoring unit 250, the motor control unit 300, and the engine control unit 400, the power management control computer 500 includes an accelerator position sensor 510 that detects an accelerator operation amount, and a shift position sensor 520 that detects an operation position of a shift lever. A vehicle speed sensor 530 for detecting the vehicle speed is connected.

The power management control computer 500 calculates the required power P * and the required torque Tr * to be output to the ring gear 132 based on the accelerator operation amount and the vehicle speed.
The engine 110, the first motor generator 120, and the second motor generator 150 are controlled so that the required power corresponding to the required power P * and the required torque Tr * is output to the ring gear 132.

  Specifically, the power management control computer 500 reads the accelerator operation amount, the vehicle speed, the rotational speeds Nm1 and Nm2 of the motor generators 120 and 150, the remaining charge of the battery 200, and the like. Based on this, the required charging power Pb * is calculated according to the necessary degree of charging. The charge request power Pb * is a power required for charging.

  Then, the power management control computer 500 sets the required torque Tr * and the required power P * to be output to the ring gear 132 connected to the drive wheels 190L and 190R based on the accelerator operation amount and the vehicle speed. The required torque Tr * is calculated by referring to a calculation map in which the relationship among the accelerator operation amount, the vehicle speed, and the required torque Tr * is determined in advance, and the required power P * is calculated based on the rotation of the ring gear 132. It is set by adding the required charging power Pb * to the product of the number Nr.

  The power management control computer 500 sets the required power P * thus set as the required engine power Pe * to be output from the engine 110. Then, an engine power command value Pe is set based on the required engine power Pe *, and the set engine power command value Pe is output to the engine control unit 400 as an output request.

  Here, an upper limit value is set for the amount of change per unit time of the engine power command value Pe, and the power management control computer 500 uses the upper limit value to limit the value of the required engine power Pe * to the engine. The power command value Pe is output to the engine control unit 400. That is, when the change amount of the requested engine power Pe * is small and the change amount per unit time is equal to or less than the above upper limit value, the value of the requested engine power Pe * is set as it is to the engine power command value Pe. Output to the control unit 400. On the other hand, when the change amount of the required engine power Pe * is large and the change amount per unit time is larger than the above upper limit value, the engine power command value Pe is changed by the change amount equal to the above upper limit value. Output to the engine control unit 400. In short, when the change amount per unit time of the required engine power Pe * is larger than the above upper limit value, the change amount per unit time of the engine power command value Pe is limited to a value equal to the upper limit value, and the engine power command The value Pe approaches the value of the required engine power Pe * while changing at a constant change speed.

  The engine control unit 400 sets a target engine torque Te * and a target engine speed Ne * of the engine 110 based on the engine power command value Pe output from the power management control computer 500.

  Specifically, referring to the maps as shown in FIG. 6 and FIG. 7, the engine torque Te at the engine operating point at which the fuel efficiency operating line connecting the engine operating points at which good fuel efficiency is obtained and the equal power curve intersect The engine speed Ne is set as the target engine torque Te * and the target engine speed Ne *.

  The power management control computer 500 changes the fuel consumption operation line used when setting the target engine speed Ne * and the target engine torque Te * depending on whether exhaust gas recirculation is being executed. Yes.

  Specifically, when exhaust gas recirculation is being executed, as shown in FIGS. 6 and 7, the fuel efficiency operation line set on the lower torque side than the fuel efficiency operation line when exhaust gas recirculation is not being executed. And the fuel consumption operation line used for setting the target engine speed Ne * and the target engine torque Te * is changed so that the target engine speed Ne * is set to a higher value.

  Further, when the acceleration request is large, the power management control computer 500 outputs an engine operating point Te that outputs a large engine torque Te at an engine speed Ne lower than the engine operating point on the fuel consumption operating line as shown in FIGS. The output emphasis control is executed to change the engine operating point along the output emphasis operation line connecting the two.

  The power management control computer 500 determines that the acceleration request is large when at least one of the following conditions (X), (Y), and (Z) is satisfied, and the target engine speed Ne * and the target engine torque Te are determined. The calculation control of * is shifted from the calculation control with emphasis on fuel consumption based on the fuel efficiency operation line to the output emphasis control based on the output importance operation line.

Condition (X): The accelerator operation amount is larger than the reference operation amount “E”.
Condition (Y): The required power P * is larger than the reference value “F”.
Condition (Z): Requested torque Tr * is larger than a reference value “G”.

  When shifting to an output-oriented control that changes the engine operating point along the output-oriented operating line, the engine operating point is moved to the output-oriented operating line along the equal power curve as shown by an arrow in FIG. Thereafter, the engine operating point is changed along the output-oriented operation line.

  The power management control computer 500 uses the target engine rotational speed Ne *, the rotational speed Nr of the ring gear 132, and the planetary ratio, which are calculated based on the fuel efficiency operation line and the output-oriented operation line in this way. A target rotational speed Nm1 * of the generator 120 is calculated. Then, a torque Tm1 of the first motor generator 120 necessary to make the rotation speed Nm1 of the first motor generator 120 coincide with the target rotation speed Nm1 * is calculated, and this is calculated as a torque command of the first motor generator 120. The value is Tm1 *. Then, the torque command value Tm2 * of the second motor generator 150 is calculated based on the torque command value Tm1 * and the planetary ratio.

  When the torque command values Tm1 * and Tm2 * are calculated in this way, the power management control computer 500 outputs them and drives the motor generators 120 and 150.

  As a result, engine power corresponding to the engine power command value Pe is output from the engine 110, and the engine power output from the engine 110 is torque-converted by the motor generators 120 and 150 to the ring gear 132 to the required torque Tr *. Appropriate torque is output.

  By performing such control, the first motor generator 120 is driven using a part of the power output from the engine 110, and the second motor generator 150 is driven using the electric power generated there. The power of the second motor generator 150 is added to the power of the engine 110 to drive the drive wheels 190L and 190R. In this way, a part of the power output from the engine 110 is distributed to the first motor generator 120, and the driving is assisted by the power of the second motor generator 150, whereby the engine speed Ne is set to the target engine speed Ne *. Adjustment is made to match, and the required power can be obtained while operating the engine 110 in an efficient operation region.

  Further, when the required power is large, for example, during acceleration, electric power is supplied from the battery 200 to the second motor generator 150, and the amount of assist by the second motor generator 150 is increased to output larger power.

  Further, when the remaining amount of charge of the battery 200 is small, the operation amount of the engine 110 is increased, and the power generation amount in the first motor generator 120 is increased, thereby supplying electric power to the battery 200.

  On the other hand, when the remaining amount of charge of battery 200 is sufficiently ensured, the operation of engine 110 is stopped and the power corresponding to the required power is output from only second motor generator 150 to ring gear 132. Motor operation is also possible. For example, in a low load region where the efficiency of the engine 110 is low, the operation of the engine 110 is stopped, and the vehicle travels only by the power of the second motor generator 150. In addition, the engine 110 is stopped even when the vehicle is stopped to reduce fuel consumption.

  It should be noted that engine 110 is operated when the remaining amount of charge of battery 200 is low even in a low load area where engine 110 is inefficient or when the vehicle is stopped, and first motor generator 120 is driven by the power of engine 110. Power is generated, and the battery 200 is charged with the electric power generated by the power generation. In this case, the required charging power Pb * is set as the required engine power Pe *.

  By the way, when the fuel efficiency operation line is changed so that the target engine speed Ne * is set to a higher value when the exhaust gas recirculation is executed as described above, it is shown in FIG. Thus, even when the engine power to be output is equal, the engine speed Ne is higher when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being executed.

  Therefore, when exhaust gas recirculation is being executed, as shown in FIG. 6, the engine speed Ne is closer to the upper limit value than when exhaust gas recirculation is not being executed (X1 <X2 in FIG. 6), and acceleration is performed. Sometimes the engine speed Ne easily reaches the upper limit.

  As a result, the engine speed Ne reaches the upper limit, and beyond that, the acceleration is continued by increasing the driving force of the second motor generator 150 while the engine speed Ne does not increase. Regardless, a situation occurs in which the engine speed Ne does not increase. In this case, a good acceleration feeling cannot be obtained, and the driver may feel uncomfortable.

  Therefore, the power management control computer 500 according to the present embodiment changes the upper limit value of the change amount per unit time of the engine power command value Pe according to whether or not exhaust gas recirculation is being executed.

Hereinafter, a process of changing the upper limit value of the change amount per unit time of the engine power command value Pe according to the present embodiment will be described with reference to FIG.
The process shown in FIG. 2 is repeatedly executed at a predetermined control cycle when the power management control computer 500 is operating.

  When this process is started, the power management control computer 500 first determines whether exhaust gas recirculation is being executed in step S100 as shown in FIG.

  If it is determined in step S100 that exhaust gas recirculation has not been executed (step S100: NO), the process proceeds to step S120. Then, the power management control computer 500 sets the upper limit value of the change amount per unit time of the engine power command value Pe to “A”. The value “A” is set based on the responsiveness of the engine 110. That is, the magnitude of this value “A” is set so that the amount of change per unit time of the engine power command value Pe does not become an extremely large value that the engine 110 cannot actually respond to.

  On the other hand, when it is determined in step S100 that exhaust gas recirculation is being performed (step S100: YES), the process proceeds to step S110. Then, the power management control computer 500 sets the upper limit value of the change amount per unit time of the engine power command value Pe to “a”. The value “a” is smaller than “A” set based on the responsiveness of the engine 110. That is, here, the upper limit value of the change amount per unit time of the engine power command value Pe is set to “a” smaller than “A”.

  When the upper limit value of the change amount per unit time of the engine power command value Pe is set according to whether or not exhaust gas recirculation is being executed in this way, the power management control computer 500 once ends this process.

  The power management control computer 500 repeatedly executes the process of changing the upper limit value according to whether or not the exhaust gas recirculation is executed in this way, and when the exhaust gas recirculation is executed, the exhaust gas recirculation is not executed. The amount of change per unit time of the engine power command value Pe is made smaller than the time.

(Function)
Hereinafter, the effect | action by changing such an upper limit is demonstrated.
When the exhaust gas recirculation is being executed, the upper limit value of the change amount per unit time of the engine power command value Pe is made smaller than when the exhaust gas recirculation is not being executed, and the engine power command value Pe per unit time is reduced. The amount of change is reduced. That is, changes in the engine power command value Pe are suppressed. Therefore, the change amount per unit time of the engine operating point changed based on the engine power command value Pe is also reduced, and the engine speed is higher when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being executed. Ne becomes difficult to change.

According to the first embodiment described above, the following effects can be obtained.
(1) Since the amount of change per unit time of the engine power command value Pe is reduced as described above, the engine speed Ne is greater when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being performed. Becomes difficult to change.

  Therefore, even when exhaust gas recirculation is executed to increase the engine speed Ne and the engine speed Ne is close to the upper limit value, the engine speed Ne that increases with acceleration reaches the upper limit value. It is possible to lengthen the time required until the engine speed increases, and to secure a period in which the engine speed Ne increases as the vehicle speed increases.

  Therefore, when an acceleration request is made while exhaust gas recirculation is being executed, the acceleration feeling is prevented from deteriorating compared to when exhaust gas recirculation is not being executed, and a good acceleration feeling is obtained. Will be able to.

In addition, the said 1st Embodiment can also be implemented with the following forms which changed this suitably.
-As a specific method for reducing the amount of change per unit time of the engine power command value Pe when exhaust gas recirculation is being executed, the exhaust gas recirculation can be replaced with a configuration in which the upper limit value is reduced as described above. It is also possible to apply a method of setting an upper limit value for the amount of change per unit time of the engine power command value Pe only when circulation is being executed. That is, when the exhaust gas recirculation is not executed, an upper limit value is not set for the change amount per unit time of the engine power command value Pe, and the change amount is not limited. A configuration in which an upper limit value is provided for the amount of change and the amount of change per unit time is limited may be employed.

Even when such a configuration is adopted, when the exhaust gas recirculation is executed, the change amount per unit time of the engine power command value Pe is made smaller than when the exhaust gas recirculation is not executed, and the engine speed Ne is reduced. Since it becomes difficult to change, the same effect as the said embodiment can be acquired.
(Second Embodiment)
Hereinafter, a second embodiment in which the control device for a hybrid vehicle according to the present invention is embodied as a power management control computer that performs output control of the hybrid system will be described with reference to FIG. 3.

  In the first embodiment, the exhaust gas recirculation is executed by changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether the exhaust gas recirculation is being executed. When the exhaust gas recirculation is not performed, the amount of change per unit time of the engine operating point is made smaller than when the exhaust gas recirculation is not performed. On the other hand, the power management control computer 500 according to the present embodiment replaces the configuration for changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether exhaust gas recirculation is being executed. Thus, the upper limit value of the change amount per unit time of the engine speed Ne is changed.

  Since this embodiment is the same as the first embodiment in other configurations, the description of the same parts as those in the first embodiment will be omitted, and the parts different from the first embodiment will be described in detail below. explain.

  In the power management control computer 500 of the present embodiment, an upper limit value is provided for the amount of change in the engine speed Ne per unit time, and the amount of change in the engine speed Ne per unit time is limited. That is, when the change amount of the target engine speed Ne * is small and the change amount of the engine speed Ne per unit time is less than or equal to the above upper limit value, the engine speed Ne matches the target engine speed Ne *. To be changed. On the other hand, when the amount of change in the target engine speed Ne * is large and the engine speed Ne is changed to match the target engine speed Ne *, the amount of change in the engine speed Ne per unit time becomes the above upper limit value. If it becomes larger than the above, the engine speed Ne is changed by a change amount equal to the above upper limit value. In short, when the amount of change in the engine speed Ne per unit time becomes larger than the above upper limit value, the amount of change in the engine speed Ne per unit time is limited to a value equal to the upper limit value, and the engine speed The number Ne approaches the target engine speed Ne * while changing at a constant change speed.

  The power management control computer 500 according to the present embodiment changes the upper limit value, that is, the upper limit value of the change amount per unit time of the engine speed Ne according to whether or not exhaust gas recirculation is being executed. Yes.

Hereinafter, processing for changing the upper limit value of the change amount per unit time of the engine speed Ne according to the present embodiment will be described with reference to FIG.
The process shown in FIG. 3 is repeatedly executed at a predetermined control period when the power management control computer 500 is operating.

  When this process is started, the power management control computer 500 first determines whether exhaust gas recirculation is being executed in step S200 as shown in FIG.

  If it is determined in step S200 that exhaust gas recirculation has not been executed (step S200: NO), the process proceeds to step S220. Then, the power management control computer 500 sets the upper limit value of the amount of change per unit time of the engine speed Ne to “B”. The value “B” is set based on the responsiveness of the engine 110. That is, the magnitude of this value “B” is set so that the amount of change per unit time of the engine speed Ne does not become an extremely large value that the engine 110 cannot actually respond to.

  On the other hand, if it is determined in step S200 that exhaust gas recirculation is being performed (step S200: YES), the process proceeds to step S210. Then, the power management control computer 500 sets the upper limit value of the amount of change per unit time of the engine speed Ne to “b”. The value “b” is smaller than “B” set based on the responsiveness of the engine 110. That is, here, the upper limit value of the change amount per unit time of the engine speed Ne is set to “b” smaller than “B”.

  When the upper limit value of the amount of change per unit time of the engine speed Ne is set according to whether or not exhaust gas recirculation is being executed in this way, the power management control computer 500 once ends this process.

  The power management control computer 500 repeatedly executes the process of changing the upper limit value according to whether or not the exhaust gas recirculation is executed in this way, and when the exhaust gas recirculation is executed, the exhaust gas recirculation is not executed. The amount of change per unit time of the engine speed Ne is made smaller than that of the time.

(Function)
Hereinafter, the effect | action by changing such an upper limit is demonstrated.
When exhaust gas recirculation is being executed, the upper limit value of the change amount per unit time of the engine speed Ne is made smaller than when exhaust gas recirculation is not being executed, and the change amount per unit time of the engine speed Ne. Is reduced. That is, the change in the engine speed Ne is suppressed, and the engine speed Ne is less likely to change when the exhaust gas recirculation is being executed than when the exhaust gas recirculation is not being executed.

According to the second embodiment described above, the following effects can be obtained.
(1) Since the amount of change per unit time of the engine speed Ne is reduced as described above, the engine speed Ne is greater when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being performed. It becomes difficult to change.

  Therefore, even when exhaust gas recirculation is executed to increase the engine speed Ne and the engine speed Ne is close to the upper limit value, the engine speed Ne that increases with acceleration reaches the upper limit value. It is possible to lengthen the time required until the engine speed increases, and to secure a period in which the engine speed Ne increases as the vehicle speed increases.

  Therefore, when an acceleration request is made while exhaust gas recirculation is being executed, the acceleration feeling is prevented from deteriorating compared to when exhaust gas recirculation is not being executed, and a good acceleration feeling is obtained. Will be able to.

In addition, the said 2nd Embodiment can also be implemented with the following forms which changed this suitably.
-As a specific method of reducing the amount of change per unit time of the engine speed Ne when exhaust gas recirculation is being executed, the exhaust gas recirculation is replaced with a configuration in which the upper limit value is reduced as described above. It is also possible to apply a method of setting an upper limit value for the amount of change per unit time of the engine speed Ne only when is executed. That is, when the exhaust gas recirculation is not executed, the upper limit value is not set for the change amount per unit time of the engine speed Ne, and the change amount is not limited. On the other hand, when the exhaust gas recirculation is executed, the change amount per unit time It is also possible to adopt a configuration in which an upper limit value is provided for the amount and the amount of change per unit time is limited.

Even when such a configuration is adopted, when the exhaust gas recirculation is executed, the amount of change in the engine speed Ne per unit time is made smaller than when the exhaust gas recirculation is not executed, and the engine rotational speed Ne changes. Therefore, the same effect as in the second embodiment can be obtained.
(Third embodiment)
Hereinafter, a third embodiment in which the control apparatus for a hybrid vehicle according to the present invention is embodied as a power management control computer that performs output control of the hybrid system will be described with reference to FIG.

  In the first embodiment, the exhaust gas recirculation is executed by changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether the exhaust gas recirculation is being executed. When the exhaust gas recirculation is not performed, the amount of change per unit time of the engine operating point is made smaller than when the exhaust gas recirculation is not performed. On the other hand, the power management control computer 500 according to the present embodiment replaces the configuration for changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether exhaust gas recirculation is being executed. Thus, the upper limit value of the amount of change per unit time of the engine speed Ne when shifting to the output-oriented control is changed.

  Since this embodiment is the same as the first embodiment in other configurations, the description of the same parts as those in the first embodiment will be omitted, and the parts different from the first embodiment will be described in detail below. explain.

  In the power management control computer 500 of the present embodiment, the engine when shifting from the control for changing the engine operating point along the fuel efficiency operating line to the output focused control for changing the engine operating point along the output important operating line. An upper limit is provided for the amount of change per unit time of the rotational speed Ne. That is, an upper limit is provided for the amount of change per unit time of the engine speed Ne when changing the engine operating point from the engine operating point on the fuel efficiency operating line to the output-oriented operating line along the equal power curve.

  The power management control computer 500 according to the present embodiment emphasizes the engine operating point along the equal power curve when shifting to the upper limit value, that is, the output emphasis control depending on whether exhaust gas recirculation is being executed. The upper limit value of the amount of change per unit time of the engine speed Ne when changing to the operating line is changed.

Hereinafter, a process of changing the upper limit value of the change amount per unit time of the engine speed Ne at the time of switching to the output-oriented control according to the present embodiment will be described with reference to FIG.
The process shown in FIG. 4 is repeatedly executed at a predetermined control period when switching to output-oriented control.

  When this process is started, the power management control computer 500 first determines whether exhaust gas recirculation is being executed in step S300 as shown in FIG.

  If it is determined in step S300 that exhaust gas recirculation has not been executed (step S300: NO), the process proceeds to step S320. Then, the power management control computer 500 sets “D” as the upper limit value of the amount of change per unit time of the engine speed Ne when switching to the output-oriented control. The value “D” is set based on the responsiveness of the engine 110. That is, the magnitude of this value “D” is set so that the amount of change per unit time of the engine speed Ne does not become an extremely large value that the engine 110 cannot actually respond to.

  On the other hand, when it is determined in step S300 that exhaust gas recirculation is being performed (step S300: YES), the process proceeds to step S310. Then, the power management control computer 500 sets “d” as the upper limit value of the amount of change per unit time of the engine speed Ne when switching to output-oriented control. The value “d” is smaller than “D” set based on the responsiveness of the engine 110. That is, here, the upper limit value of the change amount per unit time of the engine speed Ne at the time of switching to the output-oriented control is set to “d” smaller than “D”.

  When the upper limit of the amount of change per unit time of the engine speed Ne at the time of switching to the output-oriented control is set according to whether or not exhaust gas recirculation is being executed, the power management control computer 500 once ends this processing. To do.

  The power management control computer 500 repeatedly executes the process of changing the upper limit value according to whether or not the exhaust gas recirculation is executed in this way, and when the exhaust gas recirculation is executed, the exhaust gas recirculation is not executed. The amount of change per unit time of the engine speed Ne at the time of switching to the output-oriented control is made smaller than the time.

(Function)
Hereinafter, the effect | action by changing such an upper limit is demonstrated.
When the exhaust gas recirculation is being executed, the upper limit value of the amount of change per unit time of the engine speed Ne when switching to the output-oriented control is made smaller than when the exhaust gas recirculation is not being executed, and the engine speed is reduced. The amount of change per unit time of Ne is reduced. That is, the change in the engine speed Ne at the time of switching to the output-oriented control is suppressed, and the engine speed Ne is less likely to change when the exhaust gas recirculation is executed than when the exhaust gas recirculation is not executed.

According to the third embodiment described above, the following effects can be obtained.
(1) As described above, when the exhaust gas recirculation is being executed by reducing the amount of change per unit time of the engine speed Ne at the time of switching to the output-oriented control, it follows the output-oriented operation line. When shifting to control of the engine operating point, the engine speed Ne slowly decreases. Therefore, it is possible to prevent the engine speed Ne from suddenly greatly decreasing when shifting to the control of changing the engine operating point along the output-oriented operation line in accordance with the acceleration request.

  Therefore, when an acceleration request is made while exhaust gas recirculation is being executed, the acceleration feeling is prevented from deteriorating compared to when exhaust gas recirculation is not being executed, and a good acceleration feeling is obtained. Will be able to.

In addition, the said 3rd Embodiment can also be implemented with the following forms which changed this suitably.
-As a specific method of reducing the amount of change per unit time of the engine speed Ne when switching to output-oriented control when exhaust gas recirculation is being performed, the upper limit value is reduced as described above. It is also possible to apply a method of setting an upper limit value for the amount of change per unit time of the engine speed Ne only when exhaust gas recirculation is being executed instead of the configuration. That is, when exhaust gas recirculation is not being executed, an upper limit value is not set for the amount of change per unit time of the engine speed Ne when switching to output-oriented control, and the amount of change is not limited, while exhaust gas recirculation is executed. It is also possible to employ a configuration in which an upper limit value is provided for the amount of change per unit time and the amount of change per unit time is limited.

Even when such a configuration is adopted, when the exhaust gas recirculation is performed, the amount of change per unit time of the engine speed Ne when switching to the output-oriented control is smaller than when the exhaust gas recirculation is not performed. Then, since the engine speed Ne is unlikely to change, the same effect as in the third embodiment can be obtained.
(Fourth embodiment)
Hereinafter, a fourth embodiment in which the control device for a hybrid vehicle according to the present invention is embodied as a power management control computer that performs output control of the hybrid system will be described with reference to FIG.

  In the first embodiment, the exhaust gas recirculation is executed by changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether the exhaust gas recirculation is being executed. When the exhaust gas recirculation is not performed, the amount of change per unit time of the engine operating point is made smaller than when the exhaust gas recirculation is not performed. On the other hand, the power management control computer 500 according to the present embodiment replaces the configuration for changing the upper limit value of the change amount per unit time of the engine power command value Pe according to whether exhaust gas recirculation is being executed. Thus, the switching threshold value for the output-oriented control is changed.

  Since this embodiment is the same as the first embodiment in other configurations, the description of the same parts as those in the first embodiment will be omitted, and the parts different from the first embodiment will be described in detail below. explain.

  In the power management control computer 500 of the present embodiment, the condition (X) for determining that the switching threshold value for the output-oriented control, that is, the acceleration request is large, depending on whether or not exhaust gas recirculation is being executed. The reference value in .about. (Z) is changed.

Hereinafter, the process of changing the switching threshold value for the output emphasis control according to the present embodiment will be described with reference to FIG.
The process shown in FIG. 5 is repeatedly executed at a predetermined control period when the power management control computer 500 is operating.

  When this process is started, the power management control computer 500 first determines whether or not exhaust gas recirculation is being executed in step S400 as shown in FIG.

  If it is determined in step S400 that exhaust gas recirculation has not been executed (step S400: NO), the process proceeds to step S420. Then, the power management control computer 500 sets the switching threshold value for the output-oriented control to a high value. Specifically, the reference accelerator operation amount in the condition (X) is set to “E”, the reference required power P * value in the condition (Y) is set to “F”, and the condition ( The reference required torque Tr * value in Z) is set to “G”.

  On the other hand, if it is determined in step S400 that exhaust gas recirculation is being performed (step S400: YES), the process proceeds to step S410. Then, the power management control computer 500 sets the switching threshold value for the output-oriented control to a low value. Specifically, the reference accelerator operation amount in the condition (X) is set to “e” smaller than “E”, and the reference required power P * value in the condition (Y) is set to “F”. Is set to a small “f”, and the value of the required torque Tr * as a reference in the condition (Z) is set to “g” smaller than “G”.

When the threshold value for switching to output-oriented control is set according to whether or not exhaust gas recirculation is being executed in this way, the power management control computer 500 once ends this process.
The power management control computer 500 repeatedly executes the process of changing the switching threshold according to whether or not exhaust gas recirculation is being executed, and when exhaust gas recirculation is being executed, exhaust gas recirculation is not being executed. The threshold value for switching to output-oriented control is made smaller than when it is.

(Function)
Hereinafter, the effect | action by changing such an upper limit is demonstrated.
When exhaust gas recirculation is being performed, the switching threshold value, which is a threshold value for determining whether or not to shift to control for changing the engine operating point along the output-oriented operation line, is changed, and exhaust gas recirculation is performed. It becomes easier to shift to control for changing the engine operating point along the output-oriented operation line than when it is not executed.

According to the fourth embodiment described above, the following effects can be obtained.
(1) When the engine operating point is changed along the output-oriented operation line, the engine torque Te is output at a lower engine speed Ne than when the engine 110 is controlled based on the equal power curve and the fuel consumption operation line. Will come to be. Therefore, an increase in the engine speed Ne is suppressed, and a period in which the engine speed Ne increases as the vehicle speed increases can be secured.

  According to the fourth embodiment, when exhaust gas recirculation is being performed, it becomes easier to shift to output-oriented control, so that the acceleration feeling is worse than when exhaust gas recirculation is not being performed. Can be suppressed, and a good acceleration feeling can be obtained.

In addition, the said 4th Embodiment can also be implemented with the following forms which changed this suitably.
Although the configuration has been shown in which the reference values for all of the accelerator operation amount, the required power P *, and the required torque Tr * are reduced, the reference value for any of them may be reduced. That is, when the exhaust gas recirculation is being executed, any switching threshold value may be made small as long as it is easier to shift to the output-oriented control than when the exhaust gas recirculation is not being executed. .

In addition, the following elements can be changed in common with each of the above embodiments.
-The structure described in each embodiment can also be combined. For example, when exhaust gas recirculation is being executed, the change amount per unit time of the engine speed Ne may be reduced, and the threshold value for switching to output-oriented control may be reduced.

DESCRIPTION OF SYMBOLS 100 ... Hybrid system, 110 ... Engine, 111 ... Crankshaft, 112 ... Damper, 115 ... Exhaust gas recirculation mechanism, 120 ... First motor generator, 130 ... Power split mechanism, 131 ... Sun gear, 132 ... Ring gear, 133 ... Planetary gear, 134 ... Planetary carrier, 140 ... Reduction gear, 141 ... Sun gear, 143 ... Planetary gear, 144 ... Planetary carrier, 150 ... Second motor generator, 160 ... Counter gear, 170 ... Final gear, 180 ... Differential, 190L , 190R ... Driving wheel, 200 ... Battery, 210 ... Inverter, 220 ... Converter, 230 ... Battery current sensor, 240 ... Battery temperature sensor, 250 ... Battery monitoring unit, 300 ... Motor control unit, DESCRIPTION OF SYMBOLS 20,350 ... Rotation sensor 400 ... Engine control unit 410 ... Air flow meter 420 ... Crank position sensor 430 ... Throttle position sensor 440 ... Water temperature sensor 500 ... Power management control computer 510 ... Accelerator position sensor 520 ... Shift position sensor, 530, vehicle speed sensor.

Claims (4)

A hybrid that controls an engine having an exhaust gas recirculation mechanism by setting a target engine speed and a target engine torque based on an engine operating point that is an intersection of an equal power curve corresponding to an engine power command value and a fuel efficiency operating line A control device for a vehicle, wherein the fuel efficiency operation line is changed depending on whether exhaust gas recirculation is performed to recirculate a part of exhaust gas into a cylinder, and exhaust gas recirculation is performed when exhaust gas recirculation is performed A control device for a hybrid vehicle that makes the target engine speed set higher than when the is not executed,
A control device for a hybrid vehicle that changes an engine operating point along an output-oriented operating line that connects an engine operating point that outputs a large torque at an engine speed lower than the engine operating point on the fuel efficiency operating line when acceleration demand is large ,
The threshold for determining whether or not to shift to control that changes the engine operating point along the output-oriented operation line is changed depending on whether or not exhaust gas recirculation is being executed, and exhaust gas recirculation is executed. The control apparatus for a hybrid vehicle is characterized in that, when the exhaust gas recirculation is not performed, the control shifts the engine operating point along the output-oriented operation line more easily than when the exhaust gas recirculation is not performed. 2. The hybrid vehicle control device according to claim 1 , wherein when the accelerator operation amount is larger than a reference operation amount, a shift is made to control for changing the engine operating point along the output-oriented operation line.
A control apparatus for a hybrid vehicle, characterized in that a reference operation amount is made smaller when exhaust gas recirculation is executed than when exhaust gas recirculation is not executed. 2. The hybrid vehicle control device according to claim 1 , wherein when the required power is larger than a reference value, the control shifts to control for changing the engine operating point along the output-oriented operation line.
A control apparatus for a hybrid vehicle, wherein the reference value is made smaller when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being executed. The control apparatus for a hybrid vehicle according to claim 1 , wherein when the required torque is larger than a reference value, the control is made to shift to control for changing the engine operating point along the output-oriented operation line.
A control apparatus for a hybrid vehicle, wherein the reference value is made smaller when exhaust gas recirculation is being executed than when exhaust gas recirculation is not being executed.

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