JP6645293B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle capable of series running.

  Conventionally, in a hybrid vehicle equipped with an engine and a motor, a vehicle that travels while switching a traveling mode has been put to practical use. The driving mode includes an EV mode in which only the motor runs using the charge power of the battery, a series mode in which the generator is driven by the engine and the vehicle runs only with the motor while generating power, and a parallel mode in which the engine and the motor run together. Mode etc. are included. Switching of the traveling mode is controlled according to the state of charge of the battery, the output required by the driver, and the like. For example, a threshold is set based on the maximum battery output that can be output from the battery and the power consumption at the time of starting the engine, and the engine is started on condition that the required output required for traveling drive exceeds the threshold, A technique for switching the traveling mode from the EV mode to the series mode has been proposed (see Patent Document 1).

JP 2014-121961 A

However, when the engine output is determined by comparing the required output with the threshold value as described above, a slight delay occurs until the driver's intention to accelerate is reflected in the required output, and the driver's intention In some cases, it is difficult to obtain an improved acceleration feeling.
The present invention has been devised in view of such a problem, and an object of the present invention is to provide a hybrid vehicle control device with improved acceleration feeling. It is to be noted that the present invention is not limited to this object, and it is another advantage of the present invention that the present invention is not limited to the conventional technology, and is an operation effect derived from each configuration shown in the embodiments for carrying out the invention described later. is there.

(1) A hybrid vehicle control device disclosed herein includes an engine, a vehicle drive motor, a generator connected to the engine, and a drive battery capable of charging generated power of the generator. It is a control device for a hybrid vehicle. An acceleration request determination unit that determines whether there is a strong acceleration request using a map that defines a relationship between an accelerator operation amount and a vehicle speed during a traveling mode in which the vehicle travels only with the motor using the charging power of the battery. A control unit that quickly starts the engine when the acceleration request determination unit determines that the strong acceleration request is present; an estimation unit that estimates a required output corresponding to the accelerator operation amount; and A first calculation unit that calculates a maximum output that can be output, and a series determination unit that determines whether the required output is equal to or greater than the maximum output during the traveling mode , the acceleration request determination unit includes: you determine the presence of the strong acceleration request when the request output by the series determination unit determines that the at maximum output or more.

( 2 ) It is preferable that the first calculation unit calculates the maximum output in consideration of the temperature of the battery.
( 3 ) It is preferable that a second calculating unit that calculates the degree of deterioration of the battery is provided, and the first calculating unit calculates the maximum output in consideration of the degree of deterioration of the battery.

Note that, when it is determined that there is a strong acceleration request, the control unit reduces the self-sustainment determination time when starting the engine, as compared with the case where it is determined that there is no strong acceleration request. Preferably, the engine is started quickly.
The independence determination time is a time that can be determined (can be regarded) as a state in which the engine is able to rotate independently by the combustion of fuel without fueling the power running torque of the generator (independent state), and It is preferable that the time is such that the increasing gradient of the regenerative torque is maintained (the regenerative torque is continuously increased). Further, it is preferable that the timing for determining that the rotation of the engine has been stabilized (the start of the engine has been completed) is advanced by shortening the autonomous determination time, and the transition timing of the driving mode is advanced.

( 4 ) It is preferable that, when it is determined that the strong acceleration request is present, the control unit sets the required torque of the engine to a value at which the throttle opening is fully opened.
( 5 ) In the map, an acceleration request area in which it is determined that the strong acceleration request is present is set, and the acceleration request area is a range where the accelerator opening is large and the vehicle speed is high. Is preferred.
( 7 ) Preferably, the map is set in consideration of the degree of deterioration of the battery.

  When it is determined from the vehicle speed and accelerator operation amount that there is a strong acceleration request from the driver, the engine is started quickly, so that the driver's intention to accelerate can be reflected in the operating state of the engine, improving the acceleration feeling. Can be done.

1 is a schematic diagram illustrating a configuration of a hybrid vehicle including a control device according to an embodiment. It is the example of a map which graphed the relation of the maximum output to the charge rate at the time of normal temperature of the battery for every degree of deterioration. It is an example of a map used by an acceleration request judgment part. 5 is an example of a flowchart for explaining a control procedure performed by a control device during an EV mode. (A)-(G) is a time chart example for explaining the control state at the time of performing quick start control.

  A control device for a hybrid vehicle as an embodiment will be described with reference to the drawings. The embodiment described below is merely an example, and there is no intention to exclude various modifications and application of technology not explicitly described in the following embodiment. Each configuration of the present embodiment can be variously modified and implemented without departing from the spirit thereof. Further, they can be selected as needed, or can be appropriately combined.

[1. Device configuration]
The control device of the present embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is a hybrid vehicle equipped with an engine 11, a traveling motor generator 13 (simply referred to as a motor 13), and a power generation motor generator 12 (simply referred to as a generator 12). The generator 12 is connected to the engine 11 and can execute a powering operation and a regenerative power generation operation independently of the operation state of the motor 13. Further, the vehicle 10 is provided with three types of traveling modes: an EV mode, a series mode, and a parallel mode. These running modes are selectively selected according to the running state, and the engine 11, the generator 12, and the motor 13 are selectively used according to the type.

  The EV mode is a driving mode in which the vehicle 10 is driven only by the motor 13 using the charging power of the battery 15 while the engine 11 and the generator 12 are stopped. The EV mode is selected when the traveling load and traveling speed are low or when the charge level of the battery 15 is high. The series mode is a running mode in which the generator 13 is driven by the engine 11 to generate power, and the electric power is used to drive the vehicle 10 by the motor 13. The series mode is selected when the traveling load and traveling speed are medium or when the charge level of the battery 15 is low. The parallel mode is a traveling mode in which the vehicle 10 is driven by using the engine 11 and the motor 13 together, and is selected when the traveling load and traveling speed are high.

  The engine 11 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil, and is, for example, a four-stroke four-cylinder engine. On a power transmission path connecting the engine 11 and the driving wheels 16, a clutch 14 for controlling the connection / disconnection state of the driving force and the magnitude of the torque transmitted to the driving wheels 16 is provided. In this power transmission path, the generator 12 is connected to the engine 11 side of the clutch 14, and the motor 13 is connected to the drive wheel 16 side of the clutch 14. In FIG. 1, the description of the transmission mechanism on the power transmission path is omitted.

  Each of the generator 12 and the motor 13 is connected to a driving battery 15 that can charge the power generated by the generator 12. The motor 13 operates mainly with the electric power stored in the battery 15 and supplies a driving force to the driving wheels 16. Further, the generator 12 mainly receives the driving force generated by the engine 11 to generate power, and charges the battery 15 with the power. On the other hand, when the engine 11 is started, the generator 12 operates with the electric power of the battery 15 and transmits the driving force to the engine 11. The operating states of the engine 11, the generator 12, and the motor 13 are controlled by an electronic control unit 1 (hereinafter, referred to as "control unit 1").

  The control device 1 is an electronic device (ECU, Electronic Control Unit) incorporating a processor, a memory, and an interface device connected to each other via an internal bus, and is connected to a vehicle-mounted network of the vehicle 10. The processor is a processing device (processor) including, for example, a control unit (control circuit), an arithmetic unit (arithmetic circuit), and a cache memory (register). The memory is a memory device that stores programs and data during work, and includes a ROM (Read Only Memory), a RAM (Random Access Memory), a nonvolatile memory, and the like. The content of the control performed by the control device 1 is recorded and stored in a memory as firmware or an application program. When the program is executed, the content of the program is expanded in a memory space and executed by the processor.

The sensors connected to the control device 1 are illustrated in FIG. The accelerator opening sensor 21 detects the amount of operation of the accelerator pedal (accelerator opening A), the vehicle speed sensor 22 detects the vehicle speed V, and the generator speed sensor 23 detects the actual speed _NG of the generator 12. . The voltage sensor 24 detects the voltage of the battery 15 (battery voltage E _BAT ), the current sensor 25 detects the input / output current of the battery 15 (battery current I _BAT ), and the temperature sensor 26 detects the temperature of the battery 15 (battery voltage E _BAT ). Temperature T _BAT ) is detected. The control device 1 determines whether or not to start the engine 11 during the EV mode and shift to the series mode (series shift determination) based on various information detected by the sensors 21 to 26. It has a function of determining the presence or absence of a strong acceleration request (acceleration request determination).

[2. Control configuration]
The control device 1 includes an estimating unit 2, a deterioration degree calculating unit 3, a maximum output calculating unit 4, a series determining unit 5, an acceleration request determining unit 6, and a control unit as elements for performing the series shift determination and the acceleration request determination. 7 are provided. These elements show some functions of a program executed by the control device 1, and are realized by software. However, some or all of the functions may be realized by hardware (electronic circuit), or may be realized by using both software and hardware.

The estimating unit 2 estimates a required output P _DRI corresponding to the accelerator opening A (accelerator operation amount). The required output _PDRI is an output (output request) requested by the driver to the vehicle 10, and is set to a larger value as the accelerator opening A is larger. The estimating unit 2 estimates the required output _PDRI based on, for example, the accelerator opening A and the vehicle speed V. The required output P _DRI may be estimated more accurately in consideration of parameters such as longitudinal acceleration, lateral acceleration, steering angle and vehicle body inclination. The estimating unit 2 estimates the required output P _DRI regardless of the traveling mode.

  The deterioration degree calculation unit 3 (second calculation unit) calculates the deterioration degree SOH (State of Health) of the battery 15. The deterioration degree SOH is a parameter indicating the degree of progress (deterioration state) of the deterioration of the battery 15, and is also one of the parameters indicating the performance (characteristic) of the battery 15. The degree of deterioration SOH of the present embodiment is given by a value (for example, a percentage) of the capacity in a new state, which is obtained by subtracting the capacity at that time from the capacity in a new state, and is set to a larger value as the deterioration progresses. . As the characteristics of the battery 15, for example, even if the state of charge (hereinafter referred to as “charge rate SOC”) of the battery 15 is the same, the smaller the degree of deterioration SOH (the closer the battery 15 is to a new state, ) The power that can be supplied to the motor 13 increases.

The maximum output calculator 4 (first calculator) calculates a maximum output SOP (State of Power) that can be output by the battery 15 at the present time. The maximum output SOP is the maximum value of the battery output that can be taken out (chargeable and dischargeable) from the battery 15 at a certain moment, and is set to a larger value as the charging rate SOC of the battery 15 is higher. The maximum output calculator 4 of the present embodiment calculates the maximum output SOP in consideration of the degree of deterioration SOH of the battery 15 and the battery temperature T _BAT in addition to the state of charge SOC of the battery 15. By considering the degree of deterioration SOH, it is possible to calculate the maximum output SOP that matches the power supply capacity of the battery 15. Further, by taking into account the battery temperature T _BAT , it is possible to calculate the maximum output SOP within a range where the electrical load on the battery 15 does not become excessive. The charging rate SOC is estimated from the battery voltage E _BAT and the battery current I _BAT.

FIG. 2 is an example of a map in which the relationship between the state of charge SOC and the maximum output SOP at normal temperature of the battery 15 is graphed for each deterioration degree SOH. As shown in FIG. 2, the higher the charging rate SOC, the larger the maximum output SOP. In addition, as the degree of deterioration SOH increases, the slope of each graph decreases. That is, at the same state of charge SOC, the larger the degree of deterioration SOH is, the smaller the maximum output SOP becomes. When the battery temperature T _BAT is low, each graph changes in a direction to decrease its slope. That is, if the state of charge SOC and the degree of deterioration SOH are the same, the lower the battery temperature T _BAT , the smaller the maximum output SOP. The maximum output calculator 4 may calculate the maximum output SOP using a map as shown in FIG. The maximum output calculator 4 of the present embodiment calculates the maximum output SOP at least during the EV mode.

The series determination unit 5 determines whether or not to start the engine 11 and shift to the series mode during the EV mode. When at least one of the following conditions 1 and 2 is satisfied, the series determination unit 5 of the present embodiment determines that the series transition condition is satisfied and starts the engine 11 (transition to the series mode).
== Series transition condition ==
Condition 1: request output P _DRI ≧ maximum output SOP
Condition 2: SOC = predetermined value

  The acceleration request determining unit 6 uses a map that defines the relationship between the accelerator opening A and the vehicle speed V when the series determining unit 5 determines that the series shift condition has been satisfied, and uses the map to specify a strong acceleration request from the driver. This is to determine the presence or absence. In this map, an acceleration request area where it is determined that there is a strong acceleration request is set. The acceleration request region is set in a range where the accelerator opening A is large and the vehicle speed V is high. The acceleration request determination unit 6 applies the accelerator opening A and the vehicle speed V to the map, and when there is a current driving state (accelerator opening A, vehicle speed V) within the acceleration request region, there is a “strong acceleration request”. Is determined. On the other hand, if the current operating state is outside the acceleration request region, it is determined that “there is no strong acceleration request (there is a strong acceleration request)”.

  Here, an example of a map used by the acceleration request determination unit 6 is shown in FIG. The acceleration request area corresponds to the upper right area in the map. That is, an area where the vehicle speed V is high and the accelerator opening A is large is the acceleration request area. The map in FIG. 3 is set in consideration of the degree of deterioration SOH of the battery 15. Specifically, an acceleration request area is set for each deterioration degree SOH, and the acceleration request area is expanded as the deterioration degree SOH increases (deterioration progresses). This is because the performance of the battery 15 decreases as the deterioration of the battery 15 progresses, so that the engine 11 is started earlier to start power generation even at the same accelerator opening A and vehicle speed V. That is, as the degree of deterioration SOH is larger, the engine 11 is quickly started with a smaller accelerator opening A and a lower vehicle speed, thereby realizing the acceleration feeling intended by the driver even when the capacity of the battery 15 is low.

  The map used by the acceleration request determination unit 6 is not limited to the map shown in FIG. For example, when the map is set in consideration of the deterioration degree SOH, instead of setting the acceleration request area for each deterioration degree SOH as shown in FIG. 3, it is assumed that the deterioration degree SOH is large. Only the acceleration request area indicated by the thickest solid line may be set. That is, the accelerator opening A is set to a maximum value (fully open) in a low vehicle speed range, is decreased as the vehicle speed V is increased in a middle vehicle speed range, and is set to a value slightly larger than a fully closed position in a high vehicle speed range. A request area may be set.

  The control unit 7 starts the engine 11 when the series determination unit 5 determines that the series shift condition is satisfied. Hereinafter, this start control is referred to as “normal start control”. In addition, the control unit 7 starts the engine 11 more quickly when the acceleration request determination unit 6 determines that there is a strong acceleration request than when it is determined that there is no strong acceleration request. . Hereinafter, this start control is referred to as “rapid start control”.

  That is, in the present embodiment, the quick start control is performed only when the series transition condition is satisfied and there is a strong acceleration request. The running mode shifts from the EV mode to the series mode by performing one of the start controls. Further, by advancing the transition timing to the series mode by the quick start control, the driver's intention to accelerate is reflected in the operation state of the engine 11, and the acceleration feeling is improved.

Control unit 7, when at least series transition condition is satisfied, the start of cranking of the engine 11 to start the engine 11 by setting the target rotation speed N _GTGT generator 12 at a predetermined rotational speed.
First, the control performed by the control unit 7 when there is no strong acceleration request (that is, the normal start control) will be described. In the normal start control, when cranking is started, a time period during which the actual rotational speed _NG of the generator 12 is within a predetermined range (cranking region) is counted.

When the count time CT _G becomes equal to or higher than the constant rotation determination time DT _G, the rotation of the generator 12 is determined to have stabilized (cranking has been completed), the fuel injection of the engine 11 is started. If the actual rotation speed _NG falls outside the predetermined range during the counting, the counting is interrupted, and the counting is restarted at the time when the actual rotation speed _NG falls within the predetermined range. Here, the constant rotation determination time DT _G say, the rotational state of the generator 12 is a time to determine whether or not stabilized, is set in advance. The constant rotation determination time DT _G, fuel blown beginning (success in cranking alone) timing is accurately grasped.

When the fuel injection of the engine 11 is started, the actual torque Tr _E of the engine 11 is increased. Further, the generator torque Tr _G decreases, and the operation state of the generator 12 changes from power running to regeneration. The counting is started from the time when the generator torque Tr _G becomes equal to or less than the independence determination torque Tr _SE, and when the count time CT _SE becomes equal to or more than the independence determination time DT _SE , the rotation of the engine 11 is stabilized (the rotation of the engine 11). It is determined that the start has been completed, and the series mode is started. Here, the self determination time DT _SE referred includes an engine 11 is ready (self-supporting), which can rotate autonomously by the combustion of the fuel without by power torque of the generator 12 (positive-generator torque Tr _G) This is a time that can be determined (assumed) and is set in advance. The autonomous determination time DT _SE, maintained increasing gradient of the regenerative torque (negative generator torque Tr _G) of the generator 12, the regenerative torque is continuously increased.

The control unit 7 in this embodiment is not the engine 11 is whether it is self-supporting (the rotating state whether or is stabilized) is actually confirmed, using a self determination time DT _SE Thus, it is considered that the engine 11 has become independent. Therefore, self determination time DT _SE is, the engine 11 is set to a relatively long time so that it can reliably determine when is self-supporting. For example, time to twice or more the combustion in all cylinders is completed is a self determination time DT _SE.

Next, control (that is, quick start control) performed by the control unit 7 when it is determined that there is a strong acceleration request will be described. In the quick start control, the following three parameters are changed with respect to the normal start control described above. The quick start control is the same as the normal start control except that these parameters are changed.
== Change parameter ==
i: shortening the constant rotation determination time DT _G
ii: Decrease independence judgment time DT _SE
iii: Set the required torque Trq _E of the engine 11 to the maximum at the cranking start time

The quick start control, to shorten the constant rotation determination time DT _G, the rotation of the generator 12 is faster than that in the normal start control when it is determined to have stabilized, early the start timing of the fuel injection . As a result, the timing at which the actual torque Tr _E of the engine 11 increases is earlier than in the normal start control. Further, in the quick start control, to shorten the autonomous determination time DT _SE, the rotation of the engine 11 is faster than that in the normal start control when it is determined to have stabilized, early timing of transition to series mode Become As a result, the engine output (actual torque Tr _E ) increases early, and the power generation start timing of the generator 12 is earlier than in the normal start control.

Incidentally, in the normal start control, torque demand Trq _E of the engine 11 at the start time of cranking is zero. On the other hand, in the quick start control, the target torque Trq _E of the engine 11 is set to the maximum at the cranking start time (that is, the time at which the above condition 1 or condition 2 is satisfied), so that the target value of the intake air amount is set. And open the throttle valve. As a result, a sufficient amount of air is secured at the time of starting the fuel injection, so that the actual torque Tr _E is increased at the stage before shifting to the series mode, and the power generation amount immediately after shifting to the series is increased. Setting the required torque Trq _E to the maximum here means that the required torque Trq _E is set to a value (substantially the maximum value) at which the throttle opening is fully opened.

[3. flowchart]
FIG. 4 is an example of a flowchart for explaining the control performed by the control device 1 during the EV mode. First, various kinds of information detected by the sensors 21 to 26 are input to the control device 1 (step S1), the required output P _DRI is estimated by the estimating unit 2, and the maximum output SOP is calculated by the maximum output calculating unit 4. Is performed (step S2).

  Next, the series determination unit 5 determines whether or not a series transition condition is satisfied (step S3). If the condition is not satisfied, the flow returns, and the traveling in the EV mode is continued. On the other hand, when the series shift condition is satisfied, the acceleration request determination unit 6 determines whether there is a strong acceleration request (step S4). If this condition is satisfied, the process proceeds to step S9 via steps S6 to S8, whereby quick start control is performed.

In step S6, the target rotational speed N _GTGT generator 12 in the controller 7 is set to a predetermined rotational speed, in step S7, the constant rotation determination time DT _G and autonomous determination time DT _SE is shortened together, step S8 the engine 11 required torque Trq _E is set to the maximum. On the other hand, if the condition is not satisfied in step S4, the target rotation speed N _GTGT of the generator 12 is set to the predetermined rotation speed in step S5, and the process proceeds to step S9. That is, constant speed determination time DT _G and autonomous determination time DT _SE is not changed while the preset value, also the required torque Trq _E of the engine 11 is kept at zero normal start control is performed.

In step S9, the actual rotation speed N _G of the generator 12 with time is within a predetermined range is counted, whether the count time CT _G is constant rotation determination time DT _G or more is determined. If this condition is satisfied, it is determined that cranking has been completed, and fuel injection is started (step S10). When the constant speed determination time DT _G is shortened in step S7, the time required from the step S9 to the flow proceeds to step S10 becomes shorter, the start timing of the fuel injection is advanced.

In step S11, the generator torque Tr _G together with the count starts from the time it becomes less self determination torque Tr _SE, whether the count time CT _SE is self determination time DT _SE or not is determined. If this condition is satisfied, it is determined that the start of the engine 11 has been completed, and the mode shifts to the series mode (step S12). If the self determination time DT _SE is shortened in step S7, the time required for the process proceeds from step S11 to step S12 is short, is advanced the timing of transition to series mode.

[4. Action, effect]
FIGS. 5A to 5G are time chart examples for explaining the control state when the quick start control described above is performed. As shown in FIG. 5 (A) ~ (G), from the time t ₀ beginning to accelerator operation is the series shift condition at time t ₁ is to be satisfied, the accelerator opening degree A at this time (time t ₁₎ The vehicle speed V is applied to the map to determine whether or not the vehicle speed V is within the acceleration request area. Then, if the acceleration request region, it is determined that there is a strong acceleration request, quick start control at time t ₁ is started (running mode starts to be shifted to the series mode from the EV mode).

Specifically, the target rotational speed N _GTGT generator 12 at time t ₁ is set to a predetermined rotational speed. As a result, the power running torque of the generator 12 increases, and cranking of the engine 11 is started. Further, the required torque Trq _E of the engine 11 is set to the maximum. As a result, the throttle valve is opened and air starts to be introduced into the cylinder.

At time t ₂ the actual rotational speed N _G of the generator 12 is counted becomes equal to or larger than the lower limit of the predetermined range is started, the actual rotational speed N _G count is continued as long as it is within this range. At time t ₃ when the counted time CT _G becomes constant rotation determination time DT _G above, the fuel injection is started actual torque Tr _E of the engine 11 is increased. The quick start control, because the constant rotation determination time DT _G is shortened, the start timing of the fuel injection (time t ₃₎ is earlier than the normal start control. Furthermore, since that has been opened throttle valve earlier in consideration of the delay of the intake air, a large actual torque Tr _E obtained at the time t ₃ when started fuel injection.

The generator torque Tr _G decreases as the actual torque Tr _E of the engine 11 increases, and starts counting when the self-sustained determination torque Tr _SE becomes less than or equal to the time t ₄ . At the time t ₆ this count time CT _SE has become self-determination time DT _SE or higher, running mode is shifted to the series mode. In the quick start-up control, from the fact that self-determination time DT _SE is shortened, timing of transition to a series mode than in the normal start control (time t ₆₎ is advanced. Since the but power (regeneration) is started from the time t ₅ the generator torque Tr _G is equal to or less than zero, from the time t ₃ is greater actual torque Tr _E have been obtained in rapid starting control, self determination after (time t ₆ or later) be the actual torque Tr _E of the engine 11 is to remain a high value. As a result, a large power generation amount is secured immediately after shifting to the series mode.

  (1) In the control device 1 described above, in the start determination of the engine 11 in the EV mode, the presence or absence of a strong acceleration request of the driver is determined from the accelerator opening A and the vehicle speed V. Then, the engine 11 is started (quick start control is started). For this reason, the driver's intention to accelerate can be reflected in the operation state of the engine 11, and the acceleration feeling can be improved. Further, in this determination, since a map that defines the relationship between the accelerator opening A and the vehicle speed V is used, the start determination itself of the engine 11 can be performed easily and quickly.

(2) In the control device 1 described above, the battery 15 is compared with the maximum output SOP can output a required output P _DRI driver starting conditions (above conditions 1) the engine 11 (series shift condition) When this condition is satisfied, the determination by the acceleration request determination unit 6 is performed. Then, if there is a strong acceleration request, the engine 11 is started quickly, so that it is possible to prevent the driving torque of the motor 13 from being limited due to insufficient charging power, and to meet the driver's acceleration request. If the required output _PDRI is smaller than the maximum output SOP, the vehicle continues to run only with the charging power of the battery 15, so that fuel efficiency can be improved.

(3) Since the above-described maximum output calculation unit 4 calculates the maximum output SOP in consideration of the battery temperature T _BAT , the maximum output SOP within a range where the electrical load on the battery 15 does not become excessive is obtained. be able to. As a result, the calculation accuracy of the maximum output SOP can be improved while enhancing the protection of the battery 15.
(4) Further, since the above-described maximum output calculation unit 4 calculates the maximum output SOP in consideration of the degree of deterioration SOH of the battery 15, the maximum output SOP suitable for the power supply capability of the battery 15 can be obtained. The calculation accuracy of the output SOP can be further improved.

(5) In the above-described quick start control, the self-sustained determination time DT _SE when starting the engine 11 is reduced as compared with the normal start control. As a result, the transition timing to the series mode can be advanced earlier than during the normal start control, and the acceleration feeling can be improved. Further, in a rapid starting control of this embodiment is different from the normal start control, since the constant rotation determination time DT _G of the generator 12 is reduced, that hasten the start timing of the fuel injection than the normal start control Thus, the actual torque Tr _E of the engine 11 can be increased at an early stage.

(6) Further, in the above-described quick start control, the required torque Trq _E of the engine 11 is set to the maximum (to a value at which the throttle opening is fully opened) at the cranking start time, so that the required torque Trq _E is large from the fuel injection start time. The actual torque Tr _E can be obtained, and thereby a large amount of power generation can be secured immediately after shifting to the series mode.

(7) In the above-described embodiment, an acceleration request area is set in the map used by the acceleration request determination unit 6, and the acceleration request area is set in a range where the accelerator opening A is large and the vehicle speed V is high. Therefore, the intensity of the driver's acceleration request can be accurately determined.
(8) As shown in FIG. 3, if the map used by the acceleration request determination unit 6 is set in consideration of the deterioration degree SOH of the battery 15, the engine 11 is started according to the capacity of the battery 15. Can be. Furthermore, since the acceleration request area is expanded as the degree of deterioration SOH is increased, the quick start becomes easier as the capacity of the battery 15 is lower. For this reason, it is possible to achieve acceleration performance that matches the capacity of the battery.

[5. Others]
The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various modifications can be made without departing from the spirit of the present invention.
Each content of the above-mentioned normal start control and quick start control is an example, and is not limited to the above. Further, the estimation method by the estimation unit 2 and the calculation methods by the deterioration degree calculation unit 3 and the maximum output calculation unit 4 are merely examples, and are not limited to the above-described methods.

In the above-described embodiment, the case has been described in which the acceleration request determination unit 6 performs the determination when the series determination condition is satisfied by the series determination unit 5, but these determinations may be performed in parallel. However, the acceleration request determination unit 6 may perform the determination regardless of whether the series transition condition is satisfied.
Further, in the above-described embodiment, the case where the map is set in consideration of the degree of deterioration SOH is exemplified, but it is sufficient that at least a map defining the relationship between the accelerator opening A and the vehicle speed V is provided.

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Estimation part 3 Deterioration degree calculation part (2nd calculation part)
4 Maximum output calculator (first calculator)
5 Series determination unit 6 Acceleration request determination unit 7 Control unit 10 Vehicle 11 Engine 12 Generator 13 Motor 15 Battery
A Accelerator opening (accelerator operation amount)
DT _G Constant rotation judgment time
DT _SE independence judgment time
Actual rotation speed of _NG generator
N _GTGT generator target speed
P _DRI request output
SOC charge rate
SOH deterioration degree
SOP maximum output
Required torque of Trq _E engine
V vehicle speed

Claims (6)

An engine, a motor for driving a vehicle, a generator connected to the engine, and a control device for a hybrid vehicle equipped with a driving battery capable of charging generated power of the generator,
An acceleration request determination unit that determines whether there is a strong acceleration request using a map that defines a relationship between an accelerator operation amount and a vehicle speed during a traveling mode in which the vehicle travels only with the motor using the charging power of the battery,
A control unit that quickly starts the engine when the acceleration request determination unit determines that there is the strong acceleration request;
An estimating unit for estimating a required output corresponding to the accelerator operation amount;
A first calculator for calculating a maximum output that the battery can output,
A series determination unit that determines whether the required output is equal to or greater than the maximum output during the traveling mode ,
The acceleration request determining unit determines the presence or absence of the strong acceleration request when the series output unit determines that the request output is equal to or greater than the maximum output . Control device . Wherein the first calculation unit, the taking into account the temperature of the battery and calculates the maximum output, the control apparatus for a hybrid vehicle according to claim 1. A second calculating unit that calculates the degree of deterioration of the battery,
The first calculating unit, in consideration of the deterioration degree of the battery and calculates the maximum output, the control apparatus for a hybrid vehicle according to claim 1 or 2, wherein. The controller according to any one of claims 1 to 3 , wherein, when it is determined that the strong acceleration request is present, the required torque of the engine is set to a value at which the throttle opening is fully opened. The control device for a hybrid vehicle according to the paragraph. In the map, an acceleration request area determined to have the strong acceleration request is set,
The control device for a hybrid vehicle according to any one of claims 1 to 4 , wherein the acceleration request region is a range in which the accelerator operation amount is large and the vehicle speed is high. The control device for a hybrid vehicle according to any one of claims 1 to 5 , wherein the map is set in consideration of a degree of deterioration of the battery.

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