JP7126531B2 - Hybrid vehicle control device - Google Patents

Description

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

2. Description of the Related Art In recent years, hybrid vehicles that obtain power from a plurality of drive sources such as an engine and a motor generator have become popular as vehicles that take energy saving and environment into consideration. In a hybrid vehicle, the state of charge (hereinafter abbreviated as "SOC"), which is the remaining electrical capacity of the battery, decreases in a relatively short period of time due to the use of the motor generator, accessories, and the like. Therefore, in general, regenerative braking control is performed to convert kinetic energy into electrical energy during deceleration and downhill, or a generator is driven by engine power during acceleration and steady running (hereinafter referred to as "engine power generation ) controls to supply power to the battery to charge it and recover the SOC.

Here, when engine power generation is not required and the vehicle is driven by the engine alone or by the engine and the motor generator, the engine is controlled at an operating point where the fuel consumption rate becomes small in order to reduce fuel consumption. is common. On the other hand, when engine power generation is required, the engine must have enough power to generate enough power to charge the battery in addition to securing the driving force necessary for acceleration and steady running. Therefore, in some cases, the engine cannot be operated at an operating point where the fuel consumption rate is low (the operating point of the engine represented by engine torque and engine speed), resulting in poor fuel consumption. Therefore, from the viewpoint of improving fuel efficiency, it is important to control at an operating point where the fuel consumption rate is as small as possible even when charging the battery by engine power generation.

For example, in the conventional hybrid vehicle control device disclosed in Patent Document 1, when the battery is charged by the engine power generation, the fuel consumption rate is small while satisfying the required engine output. The engine speed is controlled by changing the gear ratio of the engine, and the engine torque is controlled by fuel control, thereby improving fuel efficiency during engine power generation.

Japanese Patent Application Laid-Open No. 2001-112115

In the technology disclosed in Patent Document 1, a configuration using a continuously variable transmission is required in order to control the engine speed so as to achieve an operating point with a low fuel consumption rate. Since the continuously variable transmission is configured to transmit power through a metal belt, transmission efficiency is poor at high speeds, and fuel consumption tends to deteriorate when the vehicle is driven. Therefore, there are many vehicles equipped with stepped transmissions. Since the stepped transmission is a transmission mechanism with a stepped (non-continuous) gear ratio, the engine speed is adjusted so as to achieve an engine speed with a low fuel consumption rate as in the conventional technology disclosed in Patent Document 1. It is difficult to precisely control the operating point. As described above, in a vehicle having a stepped transmission, it may not be possible to obtain the fuel efficiency improvement effect during engine power generation using the technology disclosed in Patent Document 1.

Here, as disclosed in Japanese Unexamined Patent Application Publication No. 2002-100000, the timing for performing engine power generation is generally set when the SOC of the battery falls below a predetermined value. This predetermined SOC value is the minimum amount of power to avoid the risk of damage to the battery, the power for auxiliary equipment such as air conditioners, and the margin provided for other power that you want to hold. It is a value that is set in advance in consideration of the whole, such as power consumption.

Since the amount of power required by the auxiliary equipment depends on the extent to which the driver uses the auxiliary equipment, there is a tendency to set a large margin for the amount of power for the auxiliary equipment from the viewpoint of battery protection. There is Therefore, depending on how the driver uses the auxiliary equipment, engine power generation may be performed even when there is a margin more than necessary, and engine power generation may not always be performed at the appropriate timing. It doesn't mean there is. This is possible regardless of the transmission mechanism.

The present application discloses a technique for solving the above problems, and an object of the present application is to provide a control device for a hybrid vehicle that realizes improvement in fuel efficiency during engine power generation.

The hybrid vehicle control device disclosed in the present application includes:
An engine that operates by combustion of fuel to generate power, a motor generator that is driven by the power of the engine to generate power, a battery that charges the power generated by the motor generator, and the battery and at least one auxiliary machine operated by receiving electric power from a hybrid vehicle control device configured to control a hybrid vehicle,
battery SOC estimated value calculation means for estimating the SOC of the battery;
fuel consumption rate calculation means for calculating a fuel consumption rate at an operating point of the engine;
Auxiliary machine power consumption calculating means for calculating a consumption amount of electricity used by the auxiliary machine during a preset time when the engine is in operation;
SOC minimum remaining capacity calculation means for estimating the minimum SOC of the battery according to the consumption calculated by the auxiliary power consumption calculation means;
Determining whether the SOC of the battery estimated by the estimated battery SOC value calculating means is between a preset value and the minimum SOC of the battery estimated by the SOC minimum remaining capacity calculating means. engine power generation region determination means;
When the result of the determination by the engine power generation region determining means is affirmative, at least the fuel consumption rate of the engine when it is assumed that the engine power generation is performed and when it is assumed that the engine power generation is not performed. engine power generation implementation determination means for determining whether or not to implement the engine power generation based on a comparison of the fuel consumption rate of the engine of
with
configured to perform the engine power generation when the determination result of the engine power generation execution determination means is affirmative ,
The control device is
Auxiliary machine electric power suppression torque calculation means for calculating an engine generated torque for suppressing the amount of electricity used by the auxiliary machine according to the consumption of the electric quantity used by the auxiliary machine;
with
By the engine power generation execution determination means, it is assumed that the fuel consumption rate when it is assumed that engine power generation is not performed is lower than the fuel consumption rate when it is assumed that engine power generation is performed, and that engine power generation will be performed by suppressing the engine power generation torque. When it is determined that the fuel consumption rate at the time is lower than the fuel consumption rate when it is assumed that engine power generation is not performed, the engine power generation is performed and the amount of electricity used by the auxiliary device is suppressed. has been
It is characterized by

According to the hybrid vehicle control device disclosed in the present application, it is possible to obtain a hybrid vehicle control device that achieves an improvement in fuel efficiency during engine power generation.

1 is a configuration diagram showing an entire vehicle system including hybrid vehicle control devices according to Embodiments 1 and 2; FIG. 1 is a block diagram showing the configuration of a control device for a hybrid vehicle according to Embodiment 1; FIG. 4 is a flowchart showing the operation of the hybrid vehicle control device according to Embodiment 1; FIG. 5 is an explanatory diagram showing an example of a map for calculating a correction coefficient α in the hybrid vehicle control device according to Embodiments 1 and 2; FIG. 4 is an explanatory diagram showing the configuration of the SOC minimum remaining capacity in the hybrid vehicle control apparatus according to Embodiments 1 and 2; FIG. 4 is an explanatory diagram showing an example of a fuel consumption rate map in the hybrid vehicle control apparatus according to Embodiments 1 and 2; FIG. 4 is an explanatory diagram showing engine shaft torque when assuming that no engine power generation is performed and when assuming engine power generation; FIG. 10 is an explanatory diagram showing a fuel consumption rate map in a control device for a hybrid vehicle according to a comparative example; 4 is a timing chart for explaining an example of the operation of the hybrid vehicle control device according to Embodiment 1; FIG. 4 is an explanatory diagram showing the operation of the hybrid vehicle control device according to Embodiment 1 with a fuel consumption rate map; 4 is a timing chart illustrating another example of the operation of the hybrid vehicle control device according to Embodiment 1; FIG. 4 is a block diagram showing a control device for a hybrid vehicle according to Embodiment 2; FIG. 8 is a flow chart showing the operation of the control device for a hybrid vehicle according to Embodiment 2; FIG. 10 is an explanatory diagram showing the relationship between the accessory current consumption amount and the accessory power suppression torque in the hybrid vehicle control apparatus according to the second embodiment; 8 is a timing chart showing the operation of the hybrid vehicle control device according to Embodiment 2; FIG. 9 is an explanatory diagram showing the operation of the hybrid vehicle control device according to Embodiment 2 with a fuel consumption rate map;

Hereinafter, each embodiment will be described with reference to the drawings, and the same or corresponding members and parts in each drawing will be described by attaching the same reference numerals.

Embodiment 1.
Hereinafter, when the SOC of the battery drops, an SOC region is provided in which it is possible to select whether or not to perform engine power generation according to the use of the auxiliary equipment and changes in its use. Embodiment 1, in which engine power generation is performed only when the fuel consumption rate is estimated to be low even if the fuel consumption rate is low, will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an entire vehicle system including a control device for a hybrid vehicle according to Embodiment 1 and Embodiment 2 which will be described later.

As shown in FIG. 1, a vehicle system including a control device for a hybrid vehicle according to Embodiment 1 and Embodiment 2 which will be described later includes an engine 101 that operates by combustion of fuel, a motor generator that is used as an electric motor and a generator ( hereinafter referred to as "MG") 105. A crank pulley 102 of the engine 101 and a pulley 103 of the MG 105 are connected via a belt 104 . Power generated by engine 101 and MG 105 is transmitted to tire 111 connected to drive shaft 110 via transmission 108 and differential gear 109 .

Engine 101 is controlled by an engine control electronic control unit (hereinafter abbreviated as “engine ECU”) 112 . The engine ECU 112 is composed of a microprocessor or the like, and performs fuel control of the engine 101 and the like. In the engine ECU 112, a rotation sensor (not shown) installed on the engine crankshaft detects the cycle of the crank angle, and the engine speed Ne calculated from the detected cycle of the crank angle is transmitted to the vehicle control electronic device. It is sent to a control unit (hereinafter abbreviated as “vehicle ECU”) 114 .

MG 105 is connected to battery 106 via an inverter (not shown). The MG 105 generates power by either engine power generation driven by power transmitted from the engine 101 via the belt 104 or by regenerative braking power generation driven by kinetic energy during deceleration of the vehicle. Power is supplied to battery 106 . On the other hand, MG 105 operates as an electric motor with the electric power of battery 106, and performs a power running operation for driving the vehicle.

The MG 105 is controlled by an MG control electronic control unit (hereinafter abbreviated as “MG ECU”) 113 . The MG ECU 113 is composed of a microprocessor or the like, and performs drive control, regeneration control, and the like of the MG 105 .

The battery 106 is charged with electric power generated by the MG 105 being driven by the power of the engine 101 or the power transmitted from the drive shaft 110 during deceleration of the vehicle. A battery current sensor 118 connected to the battery 106 detects the current of the battery 106, and the vehicle ECU 114 receives the detection signal. This battery 106 current is used for SOC estimation. In Embodiment 1, the current of battery 106 is detected by battery current sensor 118, but a detected value or an estimated value obtained by a measurement method other than the current sensor may be used.

Auxiliary device 107 is an electrical component other than MG 105 that uses power from battery 106, such as an air conditioner. A current sensor (not shown) is connected to the auxiliary machine 107, and the current consumption of the auxiliary machine 107 detected by the current sensor is detected by an electronic control unit for vehicle body (hereinafter abbreviated as "ECU for vehicle body") (Fig. (not shown) to the vehicle ECU 114 . In the first embodiment, the current consumption of the auxiliary device 107 is detected by the current sensor, but it is measured by a measurement method other than the current sensor, such as a method of calculating from the current amount of the battery 106 and the current amount of the MG 105. You may do so.

The vehicle ECU 114 includes a CPU (not shown) that performs arithmetic processing, a ROM (not shown) that stores program data and fixed value data, and a RAM (not shown) that updates and sequentially rewrites stored data. ), and a backup RAM (not shown) that retains stored data even when the vehicle ECU 114 is powered off; a microcomputer (not shown); interface (not shown).

Various signals input to the vehicle ECU 114 include signals from a vehicle speed sensor 115, an accelerator position sensor 116, a brake stroke sensor 117, a battery current sensor 118, etc. Among these signals, the vehicle speed from the vehicle speed sensor 115 is indicated. The signal, the signal indicating the degree of opening of the accelerator from the accelerator position sensor 116, and the signal indicating the brake position from the brake stroke sensor 117 are used as signals for determining the driving state of the vehicle and the driver's request for vehicle operation.

A signal indicating the battery current from the battery current sensor 118 is used to calculate the estimated SOC value SOCe of the battery 106, the generated torque Teg, and the like. Further, the signal indicating the vehicle speed from the vehicle speed sensor 115 and the signal indicating the accelerator opening from the accelerator position sensor 116 are used to calculate the vehicle drive torque Teb. The generated torque Teg and the vehicle drive torque Teb are part of the torque required for the engine 101, and are configured to send signals related to these to the engine ECU 112 to appropriately control the engine 101. .

FIG. 2 is a block diagram showing the configuration of the hybrid vehicle control apparatus according to the first embodiment, which is stored in the vehicle ECU 114. As shown in FIG. In FIG. 2, the control device 1000 stored in the vehicle ECU 114 is configured to control the power generation of the MG 105 by the engine 101 at appropriate timing. Correction coefficient calculation means 202, SOC minimum remaining capacity calculation means 203, SOC estimated value calculation means 204, engine power generation range determination means 205, fuel consumption rate calculation means 206, engine power generation execution determination means 207, and engine power generation implementation means 208 , programs and fixed value data constituting these means are stored in the aforementioned ROM. In addition, the initial battery SOC value KSOCi as the value of the battery SOC immediately before the ignition switch is turned off and the accessory current consumption Hw immediately before the ignition switch is turned off are stored in the backup RAM.

Auxiliary machine power consumption calculation means 201 calculates unit time by using consumption current Iaux [A] as an amount of electricity used by auxiliary machine 107 which is taken into vehicle ECU 114 via the above-described vehicle body ECU (not shown). The accessory current consumption Hw [Ah] per unit is calculated. A specific calculation method will be described with reference to the flowchart of FIG. 3, which will be described later.

The accessory amperage consumption correction coefficient calculation means 202 uses the accessory amperage consumption Hw [Ah] calculated by the accessory power consumption calculation means 201 to calculate a correction coefficient α for the accessory amperage consumption. A specific calculation method will be described with reference to the flowchart of FIG. 3, which will be described later.

The SOC minimum remaining capacity calculation means 203 first calculates the accessory consumption current amount Hw [Ah] calculated by the accessory power consumption calculation means 201 and the accessory consumption current amount calculated by the accessory consumption current amount correction coefficient calculation means 202. , a preset accessory electrical capacity adjustment coefficient Ka, and a preset battery full charge electrical capacity KBw, the auxiliary battery electrical capacity SOCax is calculated. Furthermore, the battery SOC minimum remaining capacity SOCMin is calculated using a preset use prohibited area KSOCLim where there is a risk of damage to the battery 106, the auxiliary battery electrical capacity SOCax, and other preset margins KSOCz. Calculate A specific calculation method will be described with reference to the flowchart of FIG. 3, which will be described later.

Estimated SOC value calculation means 204 calculates estimated SOC value SOCe of battery 106 using initial battery SOC value KSOCi, electric capacity KBw of battery 106 at full charge, and battery current Ibatt detected by battery current sensor 118. calculate. Charging and discharging of the battery 106 involve complex chemical reactions, and it is common to estimate the SOC in order to confirm the current state of charge. A specific calculation method will be described later with reference to the flowchart of FIG.

The engine power generation region determination means 205 determines the battery SOC minimum remaining capacity SOCMin calculated by the SOC minimum remaining capacity calculation means 203, the SOC estimated value SOCe calculated by the SOC estimated value calculation means 204, a predetermined SOC value KSOCd, is used to determine whether or not the area is for engine power generation. A specific area determination method will be described later with reference to the flowchart of FIG.

The fuel consumption rate calculation means 206 requires the fuel consumption rate BSFCb when it is assumed that the engine power generation is not performed and the fuel consumption rate BSFCg when it is assumed that the engine power generation is performed, in addition to the current engine speed Ne. It is calculated using a fuel consumption rate (BSFC: Brake Specific Fuel Consumption) map based on the engine shaft total torque Te. A specific calculation method will be described later with reference to the flowchart of FIG.

The engine power generation execution determination means 207 is based on the fuel consumption rate BSFCb calculated by the fuel consumption rate calculation means 206 assuming that engine power generation is not implemented and the fuel consumption rate BSFCg assuming that engine power generation is implemented. , determines whether or not to perform engine power generation. A specific determination method will be described with reference to the flowchart of FIG. 3, which will be described later.

Engine power generation implementation means 208 implements engine power generation when the result of determination by engine power generation implementation determination means 207 is affirmative.

Next, in the vehicle system including the control device for the hybrid vehicle shown in FIG. 1, when the SOC of the battery drops, an SOC region is provided in which it is possible to select whether or not to perform engine power generation according to the use of the auxiliary equipment. , control for executing engine power generation only when it is estimated that the fuel consumption rate is small even if engine power generation is executed within that region will be described with reference to the flowchart of FIG. It should be noted that the operation described below is executed as a subroutine within the main routine at a predetermined time period in the vehicle ECU 114 .

FIG. 3 is a flow chart showing the operation of the hybrid vehicle control device according to the first embodiment. In FIG. 3, first, in step S300, it is determined whether or not the ignition switch has just been turned on in order to determine whether initialization is necessary. If it is immediately after the ignition switch is turned on (YES), the process proceeds to step S301. If it is not immediately after the ignition switch is turned on (NO), the process proceeds to step S302.

When the process proceeds from step S300 to step S301, initialization processing of the hybrid vehicle control device 1000 is performed. In the initialization process, "0" is set as an initial value to the values calculated by each means described later, and when the initialization is completed, the subroutine ends.

When the process proceeds from step S300 to step S302, using the current consumption Iaux [A] of the auxiliary machine 107, the auxiliary machine power consumption calculation means 201 calculates the auxiliary machine consumption current amount Hw [Ah] as an electric quantity. A method of calculating the auxiliary machine consumption current amount Hw[Ah] is to calculate by integrating the consumption current Iaux[A] of the auxiliary machine 107 only for a preset time. In Embodiment 1, the preset time is 100 [sec]. The calculated accessory current consumption Hw [Ah] is written to the backup RAM every 100 [sec]. If the ignition switch is turned off during the calculation of the auxiliary machine current consumption Hw and the integration is not performed for 100 [sec], the measured value is converted to 100 [sec] and used. do.

In the first embodiment, the preset time is 100 [sec], but this is not limitative and another time may be set. It may be the time from when the vehicle is running until the ignition switch is turned off.

Next, in step S303, the accessory current consumption amount correction coefficient calculation means 202 obtains a correction coefficient α for the accessory current consumption amount using the accessory current consumption amount Hw [Ah] calculated in step S302. The correction coefficient α for the accessory current consumption amount is determined by referring to the map of FIG. . That is, FIG. 4 is an explanatory diagram showing an example of a map for calculating the correction coefficient α in the hybrid vehicle control apparatus according to Embodiment 1 and Embodiment 2 which will be described later. As shown in FIG. 4, the value of the correction coefficient α increases as the deviation (slope) increases. As a result, when the auxiliary machine consumption current amount Hw [Ah] suddenly changes due to sudden use of the auxiliary machine 107 by the driver, it is corrected by a large value.

Note that the method of calculating the correction coefficient α is not limited to the deviation (slope) shown in FIG. method may be used.

In FIG. 3, when the process proceeds from step S303 to step S304, first, the auxiliary machine consumption current amount Hw [Ah] calculated in step S302 and the correction coefficient α for the auxiliary machine consumption current amount calculated in step S303 are set in advance. The accessory battery electrical capacity SOCax is calculated from the following equation (1) using the accessory electrical capacity adjustment coefficient Ka and the preset battery full charge electrical capacity KBw.
SOCax [%]=Hw[Ah]×Ka×α/KBw[Ah]×100 Equation (1)

The accessory electrical capacity adjustment coefficient Ka in the equation (1) is a coefficient indicating how much electrical capacity should be secured in the battery 106 with respect to the accessory current consumption Hw [Ah]. is set. A unique value that is the maximum electrical capacity of the battery 106 is set as the fully charged electrical capacity KBw of the battery.

In the first embodiment, the auxiliary machine current consumption correction coefficient α in the equation (1) is corrected by multiplying the auxiliary machine current consumption Hw [Ah], but is limited to this. Instead, the auxiliary machine consumption current amount Hw [Ah] may be corrected by adding a correction coefficient α.

Next, in step S304, a preset use prohibited area KSOCLim where there is a risk of damage to the battery 106, the auxiliary battery electrical capacity SOCax calculated by the equation (1), and a preset other margin KSOCz. , the SOC minimum remaining capacity calculation means 203 calculates the SOC minimum remaining capacity SOCMin of the battery from the following equation (2).
SOCMin [%] = KSOCLim [%] + SOCax [%] + KSOCz [%]
… formula (2)

FIG. 5 is an explanatory diagram showing the configuration of the SOC minimum remaining capacity in the hybrid vehicle control apparatus according to the first embodiment and the second embodiment described later, and is the first embodiment represented by the formula (2), The SOC minimum remaining capacity in the case of the second embodiment is schematically shown in comparison with the SOC minimum remaining capacity in the comparative example. In general, the battery 106 has an SOC usage prohibited area to avoid risks such as damage, and the usage prohibited area KSOCLim in equation (2) corresponds to this. A margin is generally provided so that the SOC does not fall below this use prohibited area KSOCLim. In the comparative example shown in FIG. 5, the SOC minimum remaining capacity of the battery is composed of a "prohibited area" and "other margins" for avoiding risks such as damage. ” is set as the fixed value of the SOC minimum remaining capacity. Here, the "other margins" in the comparative example include an estimation error portion when estimating the SOC, a vehicle restart portion, an accessory drive portion, and the like.

On the other hand, in the case of the first and second embodiments, as shown in equation (2) and FIG. [%]" and "accessory driving amount SOCax [%]", "use prohibited area KSOCLim [%]" and "other margin KSOCz" are set to fixed values, and "accessory driving amount SOCax [%]" %]” is a region that varies depending on the driver. Here, the "accessory drive amount SOCax [%]" corresponds to the accessory drive amount in the fixed value "other margin" in the comparative example. The "other margin KSOCz [%]" in the first and second embodiments includes an estimated error in estimating the SOC, a restart of the vehicle, and the like. In FIG. 5, the auxiliary battery electric capacity SOCax calculated by the formula (1) is expressed as "auxiliary machine driving amount SOCax [%]".

Next, in step S305 in FIG. 3, the SOC estimated value calculation means 204 calculates the current current value using the battery current Ibatt detected by the battery current sensor 118 and the initial SOC value KSOCi stored in the backup RAM. An SOC estimated value SOCe is calculated in order to grasp the state of charge of the battery 106 . The estimated SOC value SOCe is obtained by time-integrating the battery current Ibatt and calculating how much current is currently accumulated with respect to the electric capacity KBw when the battery is fully charged from the following equation (3).
SOCe [%] = KSOCi [%]
+ ∫(Ibat [A]dt)/KBw[Ah]/3600×100
… formula (3)

The SOC estimated value SOCe calculated by equation (3) is stored in the backup RAM when the ignition switch is turned off. Equation (3) is an example of the SOC estimated value calculation method, and may be calculated using other well-known techniques.

In step S306, the engine power generation region determination means 205 is determined using the battery SOC minimum remaining capacity SOCMin calculated in step S304, the estimated SOC value SOCe calculated in step S305, and the predetermined SOC value KSOCd stored in the ROM. Judgment by Specifically, the engine power generation region determining means 205 determines whether or not [battery SOC minimum remaining capacity SOCMin<SOC estimated value SOCe<KSOCd] is satisfied. It is determined that it is in the power generation region, the engine power generation region determination flag FJde is set to "1", the process proceeds to step S308, and if not established (NO), the engine power generation region determination flag FJde is set to "0". Then, the process proceeds to step S307.

Here, in Embodiment 1, the predetermined SOC value KSOCd stored in the ROM is set as a threshold value for executing engine power generation in conventional control. In conventional control, engine power generation is performed while [SOC estimated value SOCe<KSOCd] holds true. Further, the SOC value KSOCd used in the first embodiment is provided with a hysteresis corresponding to the increase or decrease of the SOC, and compared to the SOC value KSOCd when the SOC estimated value SOCe is decreasing, the SOC estimated value SOCe The SOC value KSOCd when is increasing is set to a slightly larger value. By providing a hysteresis in the threshold in this manner, it is possible to avoid a situation in which engine power generation must be restarted immediately after engine power generation has ended.

As a result of the determination in step S306, the engine power generation region determination flag FJde becomes "0", and the process proceeds to step S307. A determination is made, and if [Battery SOC minimum remaining capacity SOC Min≧SOC estimated value SOCe] (YES), it is determined that the minimum battery capacity is not ensured and engine power generation needs to be performed immediately, and the engine The power generation permission flag FGen is set to "1" and the process proceeds to step S311.

As a result of the determination in step S307, if [Battery SOC minimum remaining capacity SOCMin≧SOC estimated value SOCe] is not established (NO), it is determined that engine power generation is unnecessary because [SOC estimated value SOCe≧KSOCd]. Then, the engine power generation execution permission flag FGen is set to "0", the vehicle ECU 114 outputs the engine shaft total torque Te1 for driving the vehicle described later as the engine shaft total torque Te to the engine ECU 112, and the subroutine ends. The engine ECU 112 controls the engine 101 so that the engine shaft total torque Te1 becomes the engine shaft total torque Te.

On the other hand, as a result of the determination in step S306, the engine power generation region determination flag FJde becomes "1", and the process proceeds to step S308. A fuel consumption rate calculation means 206 calculates a fuel consumption rate BSFCb assuming that engine power generation is not performed at the current operating point. The total engine shaft torque Te1 when obtaining the fuel consumption rate BSFCb assuming that engine power generation is not performed is the total engine shaft torque Te1, which is the vehicle drive torque Teb as it is, as shown in the following equation (4). .
Te1=Teb...Equation (4)

Here, the vehicle drive torque Teb is the torque of the engine shaft required to drive the vehicle in response to the driver's accelerator operation. is calculated by Next, from the total engine shaft torque Te1 and the engine speed Ne calculated by the formula (4), using a preset fuel consumption rate map, the fuel consumption rate BSFCb when assuming that engine power generation is not performed is calculated as follows: It is calculated by the following formula (5).
BSFCb [g/kWh] = MAP (Ne [rpm], Te1 [Nm]) Equation (5)

FIG. 6 shows the fuel consumption rate map used in equation (5). That is, FIG. 6 is an explanatory diagram showing an example of a fuel consumption rate map in the hybrid vehicle control apparatus according to Embodiment 1 and Embodiment 2 which will be described later. In the fuel consumption rate map shown in FIG. 6, the horizontal axis represents the engine speed Ne and the vertical axis represents the engine shaft total torque Te, and the fuel consumption rate is represented by contour lines. The map shown in FIG. 6 indicates that the closer the contour lines are located in the center, the lower the fuel consumption rate and the better the fuel efficiency, and the further the contour lines are located on the outside, the higher the fuel consumption rate and the worse the fuel efficiency. . The fuel consumption rate map indicated by the contour lines represents the characteristics of the engine 101, and is set as a map by measuring the characteristics of the engine in advance through actual machine tests, simulations, or the like.

Next, in step S309 of FIG. 3, the fuel consumption rate calculating means 206 uses the engine speed Ne and the engine shaft total torque Te in the same procedure as in step S308, and it is assumed that engine power generation will be performed at the current operating point. Calculate the fuel consumption rate BSFCg at that time. The engine shaft total torque Te2 used to obtain the fuel consumption rate BSFCg assuming that engine power generation is performed at the current operating point is expressed by the following equation (6), the engine power generation torque Teg and the vehicle drive torque Te2. The torque added with the torque Teb is used.
Te2=Teg+Teb...Equation (6)

FIG. 7 is an explanatory diagram showing the engine shaft torque when it is assumed that engine power generation is not performed and when it is assumed that engine power generation is performed. It is represented. As shown in FIG. 7, the engine shaft total torque Te1 when it is assumed that the engine power generation is not performed, that is, the engine shaft total torque Te is the same torque as the vehicle driving torque Teb, whereas it is assumed that the engine power generation is performed. In this case, the engine shaft total torque Te2, that is, the engine shaft total torque Te is obtained by adding the engine power generation torque Teg to the vehicle drive torque Teb.

FIG. 8 is an explanatory diagram showing a fuel consumption rate map in a control device for a hybrid vehicle according to a comparative example. It shows the difference between the fuel consumption rate at the operating point P2 when it is assumed that it is not implemented. The vertical axis, horizontal axis, and contour lines in FIG. 8 are the same as those in FIG. As shown in FIG. 8, compared to the fuel consumption rate at the operating point P2 when it is assumed that the engine power generation is not performed, the fuel consumption rate at the operation point P1 when it is assumed that the engine power generation is performed is higher than the engine power generation torque Teg is added, the engine shaft total torque Te increases, and the fuel consumption rate increases accordingly. In the control according to the comparative example, as described above, the fuel consumption rate may become large depending on the operating point at which engine power generation is performed, and in such cases, the fuel consumption tends to deteriorate.

Next, in step S309 in FIG. 3, from the engine shaft total torque Te2 and the engine speed Ne calculated by the equation (6), the following equation (7) is used to calculate the fuel consumption when assuming the implementation of engine power generation Calculate the rate BSFCg.
BSFCg [g/kWh] = MAP (Ne [rpm], Te2 [Nm]) Equation (7)

When the process proceeds from step S309 to step S310, in step S310, the fuel consumption rate BSFCb calculated in step S308 assuming that engine power generation is not performed and the fuel consumption rate BSFCb assuming that engine power generation is performed calculated in step S309 Using BSFCg, the engine power generation execution determination means 207 determines whether [fuel consumption rate BSFCg when engine power generation is assumed to be performed<fuel consumption rate BSFCb when engine power generation is assumed not to be performed] is satisfied. carry out the judgment. As a result of the determination in step S310, if [fuel consumption rate BSFCg assuming implementation of engine power generation<fuel consumption rate BSFCb assuming non-implementation of engine power generation] is satisfied (YES), the execution condition for engine power generation is satisfied. Assuming that the condition is established, the engine power generation execution permission flag FGen is set to "1", and the process proceeds to step S311.

On the other hand, in the determination in step S310, if [the fuel consumption rate BSFCg when engine power generation is assumed to be performed<the fuel consumption rate BSFCb when it is assumed engine power generation is not performed] is not satisfied (NO), engine power generation is not performed. The engine power generation execution permission flag FGen is set to "0" because the execution determination is not established, the engine shaft total torque Te1 for driving the vehicle is output as the engine shaft total torque Te from the vehicle ECU 114 to the engine ECU 112, and the subroutine exit.

In step S311, the judgment in step S310 or step S307 indicates that the engine power generation execution permission flag FGen is "1", and the total engine shaft torque Te2 including the torque for the engine power generation is set as the total engine shaft torque Te. The engine 101 is controlled by outputting from the ECU 114 for the engine to the ECU 112 for the engine. Further, the vehicle ECU 114 outputs the engine generated torque Teg to the MG ECU 113, and the MG ECU 113 controls the MG 105 to generate electric power corresponding to the engine generated torque Teg. Engine power generation is thereby performed, and the battery 106 is charged. After step S311, the subroutine ends.

Next, an example of the operation of the hybrid vehicle control apparatus according to Embodiment 1 described above will be described using a timing chart. FIG. 9 is a timing chart for explaining the operation of the hybrid vehicle control device according to the first embodiment. In FIG. 9, (A) is the vehicle speed, (B) is the engine speed Ne, (C) is the engine shaft total torque Te, (D) is the estimated SOC value SOCe, (E) is the fuel consumption rate, and (F) is Fuel consumption, (G) indicates fuel consumption, (H) indicates engine power generation range determination flag FJde, (I) indicates engine power generation permission flag FGen, and the horizontal axis indicates time. A dashed line in FIG. 9 indicates the operation of the comparative example with respect to the first embodiment.

As shown in FIG. 9, if the MG 105 is driven and the auxiliary machine 107 is used while the vehicle speed (A) is accelerating, the SOC estimated value SOCe (D) gradually decreases over time. At timing T1, the estimated SOC value SOCe of (D) becomes equal to or less than the predetermined SOC value KSOCd, so the engine power generation range determination flag FJde of (H) is set to "1". In the control according to the comparative example, at this timing T1, the engine power generation execution permission flag FGen of (I) becomes "1" as indicated by the dashed line, engine power generation is started, the battery 106 is charged, and the SOC estimation of (D) is performed. The value SOCe increases as indicated by D1. Since the engine power generation at this time is engine power generation at an operating point where the fuel consumption rate is relatively high, the fuel consumption of (F) becomes large as indicated by F1, and the fuel consumption rate of (E) is E1. (G) deteriorates as indicated by G1. At this time, in the comparative example, the engine shaft total torque Te of (C) increases by the amount of torque Teg generated by the engine, as indicated by C1.

On the other hand, in the case of the first embodiment, as described above, the fuel consumption rate when it is assumed that engine power generation is not performed is compared with the fuel consumption rate when it is assumed that engine power generation is not performed. Since it is determined that the assumed fuel consumption rate is small (good fuel consumption), at timing T1, the SOC estimated value SOCe of (D) becomes equal to or less than the predetermined SOC value KSOCd, and the engine of (H) Even if the power generation region determination flag FJde is set to "1", engine power generation is not performed from timing T1 to timing T2. Therefore, the estimated SOC value SOCe in (D) continues to decrease due to the use of the auxiliary device 107, but does not fall below the minimum battery SOC remaining capacity SOCMin calculated according to the use of the auxiliary device 107. There is no problem even if power generation is not implemented.

Next, at timing T2, in the first embodiment, as described above, it is determined that the fuel consumption rate when engine power generation is assumed to be performed is lower than the fuel consumption rate when engine power generation is not performed. , the engine power generation execution determination is established, and the engine power generation execution permission flag FGen of (I) is set to "1" as indicated by the solid line. Engine power generation is started when the engine power generation permission flag FGen of (I) becomes "1". As a result, the battery 106 is charged and the estimated SOC value SOCe of (D) increases as indicated by D2. Since the engine power generation at this operating point is the power generation at the operating point where the fuel consumption rate is small as indicated by E2 in the fuel consumption rate of (E), the fuel consumption of (F) is indicated by F2 As shown in G2, the fuel efficiency of (G) does not worsen as in G1 of the comparative example. In the first embodiment, the engine shaft total torque Te of (C) increases by the amount of torque Teg generated by the engine as indicated by C2 at timing T2.

Further, as described above, engine power generation is performed until the estimated SOC value SOCe reaches a value obtained by adding the hysteresis component to the predetermined SOC value KSOCd. Therefore, in the comparative example, at timing T11, the engine power generation permission flag of (I) becomes "0", and the engine power generation ends. On the other hand, in the first embodiment, at timing T3, the engine power generation execution permission flag (I) becomes "0" and the engine power generation ends.

Here, the difference in the operation during engine power generation between the comparative example and the control by the hybrid vehicle control device according to the first embodiment will be described using a fuel consumption rate map. FIG. 10 is an explanatory diagram showing the operation of the hybrid vehicle control device according to Embodiment 1 in the form of a fuel consumption rate map. FIG. 10 shows the engine operating point overlaid on the specific fuel consumption map. In the control of the comparative example shown by the dashed line in FIG. 10, as described above, engine power generation is performed immediately when engine power generation is required. Engine power generation is performed at operation point B, where the fuel consumption rate is higher than the fuel consumption rate at point A, and fuel efficiency is degraded.

On the other hand, in the control according to the first embodiment, the fuel consumption rate BSFCg when engine power generation is assumed to be performed and the fuel consumption rate BSFCb when engine power generation is assumed not to be performed satisfy the relationship [BSFCg<BSFCb]. In this case, engine power generation is performed. Therefore, engine power generation is performed at an operating point D at which the fuel consumption rate is lower than the fuel consumption rate at the operating point C in the comparative example indicated by the dashed line. Fuel consumption will improve.

The engine power generation started from timing T2 in FIG. 9 continues until timing T3 when the estimated SOC value SOCe in (D) reaches KSOCd with the hysteresis added. The engine power generation range determination flag FJde of H) and the engine power generation execution permission flag FGen of (I) are set to "0", and the engine power generation is terminated. As described above, when the SOC of the battery 106 drops, an SOC region is provided in which it is possible to select whether or not to perform engine power generation according to the use of the auxiliary device 107, and when the fuel consumption rate is low, engine power generation is performed. can improve fuel efficiency during engine power generation.

It should be noted that the timing chart of FIG. 9 is for a case where the amount of use of auxiliary machine 107 is relatively small and the change in the amount of use of auxiliary machine 107 is small, that is, when the correction coefficient for the amount of current consumed by auxiliary machine is small. 4 is a timing chart when a battery SOC minimum remaining capacity SOCMin has a relatively low value;

FIG. 11 is a timing chart for explaining another example of the operation of the hybrid vehicle control device according to Embodiment 1. When the amount of usage of auxiliary machine 107 suddenly changes, correction of auxiliary machine consumption current amount is performed. The coefficient shows the operation when the battery SOC minimum remaining capacity SOCMin is high. In FIG. 11, (A) is the vehicle speed, (B) is the engine speed Ne, (C) is the engine shaft total torque Te, (D) is the estimated SOC value SOCe, (E) is the fuel consumption rate, and (F) is Fuel consumption, (G) indicates fuel consumption, (H) indicates engine power generation range determination flag FJde, (I) indicates engine power generation permission flag FGen, and the horizontal axis indicates time. A dashed line in FIG. 11 indicates the operation of the comparative example with respect to the first embodiment.

In FIG. 11, the use of auxiliary device 107 increased rapidly immediately before the operation shown in FIG. It has a large value. Therefore, the SOC region in which it is possible to select whether or not to perform engine power generation is narrowing.

As shown in FIG. 11, if the MG 105 is driven and the auxiliary machine 107 is used while the vehicle speed (A) is accelerating, the SOC estimated value SOCe (D) gradually decreases over time. At timing T1, the estimated SOC value SOCe of (D) becomes equal to or less than the predetermined SOC value KSOCd, so the engine power generation range determination flag FJde of (H) is set to "1". In the control according to the comparative example, at this timing T1, the engine power generation execution permission flag FGen of (I) becomes "1" as indicated by the dashed line, engine power generation is started, the battery 106 is charged, and the SOC estimation of (D) is performed. The value SOCe increases as indicated by D1. Since the engine power generation at this time is engine power generation at an operating point where the fuel consumption rate is relatively high, the fuel consumption of (F) becomes large as indicated by F1, and the fuel consumption rate of (E) is E1. (G) deteriorates as indicated by G1. In this comparative example, the total engine shaft torque Te in (C) increases by the amount of torque Teg generated by the engine, as indicated by C1.

On the other hand, in the control according to the first embodiment, between the timing T1 and the timing T21, the engine power generation region determination flag FJde of (H) is "1", but it is determined that the engine power generation is not performed. Therefore, the engine power generation permission flag FGen of (I) is "0", and engine power generation is not performed in the case of the first embodiment.

However, at timing T21, the SOC estimated value SOCe of (D) becomes equal to or less than the battery SOC minimum remaining capacity SOCMin (SOCMin≧SOCe), and the minimum battery capacity is not secured, so the engine of (I) The power generation execution permission flag FGen becomes "1" and the engine power generation is immediately executed. If the use of auxiliary equipment 107 increases rapidly in this way, the minimum capacity that must be secured in battery 106 must also be increased. When the SOC estimated value SOCe falls below the changed battery SOC minimum remaining capacity SOCMin, control is performed so that engine power generation is performed immediately.

As described above, immediately before the operation shown in FIG. 11, the use of the auxiliary device 107 increased rapidly, so the correction coefficient α becomes large, and the value of the battery SOC minimum remaining capacity SOCMin becomes a larger value than in the case of FIG. Since the SOC region in which it is possible to select whether or not to perform engine power generation is narrowed, engine power generation is performed at timing T21, which is earlier than timing T2 in FIG.

When engine power generation is performed at timing T21, battery 106 is charged and SOC estimated value SOCe of (D) increases as indicated by D2. Note that the fuel consumption rate of (E) temporarily rises as indicated by E2 until timing T2 is reached, but when timing T2 is reached, power is generated at an operating point where the fuel consumption rate is low as indicated by E2. , (F), the fuel consumption is also reduced, and the fuel consumption of (G) does not deteriorate as much as in G1 of the comparative example, as shown in G2. In the first embodiment, the total engine shaft torque Te of (C) increases by the amount of torque Teg generated by the engine as indicated by C2 at timing T21.

Further, as described above, engine power generation is performed until the estimated SOC value SOCe reaches a value obtained by adding the hysteresis component to the predetermined SOC value KSOCd. Therefore, in the comparative example, at timing T11, the engine power generation permission flag of (I) becomes "0", and the engine power generation ends. On the other hand, in the first embodiment, at timing T3, the engine power generation execution permission flag (I) becomes "0" and the engine power generation ends.

As described above, according to the hybrid vehicle control apparatus according to the first embodiment, when the SOC of battery 106 decreases, it is determined whether or not engine power generation is to be performed according to the use of auxiliary machine 107 and its change. By providing a selectable SOC region and performing engine power generation when the fuel consumption rate is low, the fuel consumption can be improved while reliably securing the minimum SOC that must be secured in the battery 106. - 特許庁

Embodiment 2.
Next, a hybrid vehicle control apparatus according to Embodiment 2 will be described. In Embodiment 2 described below, when the SOC of the battery drops, the SOC range in which it is possible to select whether or not to carry out engine power generation according to the use of the auxiliary equipment and the change in the usage state of the auxiliary equipment is set. Within that range, engine power generation is performed when the fuel consumption rate of engine power generation when the use of auxiliary equipment is suppressed is estimated to be small, and control is performed so that auxiliary equipment is also suppressed. . In addition, in the following description, the parts different from the first embodiment will be mainly described.

FIG. 12 is a block diagram showing a hybrid vehicle control apparatus according to Embodiment 2, which is stored in vehicle ECU 114 (see FIG. 1). The hybrid vehicle control device 1000 stored in the vehicle ECU 114 is configured to control the power generation of the MG 105 by the engine 101 at appropriate timing. Calculation means 202, SOC minimum remaining capacity calculation means 203, SOC estimated value calculation means 204, engine power generation range determination means 205, fuel consumption rate calculation means 206, engine power generation execution determination means 207, engine power generation execution means 208, auxiliary equipment power suppression A minute torque calculation means 209 and an accessory suppression execution means 210 are provided, and programs and fixed value data constituting these means are stored in the ROM. In addition, the initial battery SOC value KSOCi as the value of the battery SOC immediately before the ignition switch is turned off and the accessory current consumption Hw immediately before the ignition switch is turned off are stored in the backup RAM.

The accessory power suppression torque calculation means 209 uses the accessory current consumption Hw[Ah] calculated by the accessory power consumption calculation means 201 to calculate the accessory power suppression torque Teh. A specific calculation method will be described in the flowchart of FIG. 13, which will be described later. The auxiliary machine suppression execution means 210 implements auxiliary machine suppression according to the result determined by the engine power generation execution determination means 207 . Other means are as explained in FIG.

FIG. 13 is a flowchart showing the operation of the hybrid vehicle control device according to the second embodiment, and shows the control of control device 1000 shown in FIG. 12 for the hybrid vehicle configured as shown in FIG. 13, steps S400 to S410 correspond to steps S300 to S310 in FIG. 3, respectively, and are the same as the control in the corresponding steps in FIG. 3, so description thereof will be omitted.

As a result of determination in step S410, [Fuel consumption rate BSFCg when engine power generation is assumed to be performed<Fuel consumption rate BSFCb when engine power generation is not performed] is not satisfied, and determination of engine power generation is not established. In the case (NO), the process proceeds to step S411, and the accessory power suppression torque Teh is calculated by the accessory power suppression torque calculation means 209 using the accessory current consumption Hw[Ah] calculated in step S402.

FIG. 14 is an explanatory diagram showing the relationship between the accessory current consumption amount and the accessory power suppression torque in the hybrid vehicle control apparatus according to the second embodiment. In step S411, the accessory power suppression torque calculation means 209 calculates the accessory power suppression torque Teh according to the accessory current consumption Hw[Ah] based on the characteristics shown in FIG. As shown in FIG. 14, as the accessory current consumption Hw[Ah] increases, the accessory power suppression torque Teh decreases.

In the second embodiment, the auxiliary electric power suppression torque Teh is calculated according to the auxiliary electric current consumption Hw [Ah]. Alternatively, it may be calculated by another method such as calculating the accessory electric power suppression torque Teh so as to take an operating point at which the fuel consumption rate is always low.

Next, in step S412 of FIG. 13, the engine speed Ne and the total engine shaft torque Te are used by the fuel consumption rate calculation means 206 to suppress the engine power generation torque at the current operating point, and it is assumed that the engine will generate power. Then, the fuel consumption rate BSFCh is calculated. The engine shaft total torque Te3 when obtaining the fuel consumption rate BSFCh when it is assumed that the engine power generation torque is suppressed and the engine power generation is performed is, as shown in the following equation (8), the engine power generation torque Teg and the vehicle The engine shaft total torque Te3 is obtained by subtracting the accessory electric power suppression torque Teh calculated in step S411 from the torque obtained by adding the drive torque Teb.
Te3=Teg+Teb-Teh...Equation (8)

Using the following formula (9) from the total engine shaft torque Te3 calculated by formula (8) and the engine speed Ne, the fuel consumption rate BSFCh when it is assumed that the engine power generation torque is suppressed and the engine power generation is performed Calculate
BSFCh [g/kWh] = MAP (Ne [rpm], Te3 [Nm]) Equation (9)

Next, in step S413, the fuel consumption rate BSFCb calculated in step S408 when it is assumed that engine power generation is not performed, and the fuel consumption rate calculated in step S412 when it is assumed that engine power generation is performed while suppressing the engine power generation torque Using the consumption rate BSFCh, the engine power generation implementation determination means 207 determines [Fuel consumption rate BSFCh when assuming that engine power generation is performed by suppressing the engine power generation torque <Fuel consumption when assuming engine power generation is not performed consumption rate BSFCb] is established.

As a result of the determination in step S413, when [BSFCh<BSFCb] is satisfied (YES), it is determined that the auxiliary equipment suppression engine power generation execution determination is established, and the auxiliary equipment suppression engine power generation execution permission flag FGenh and the engine power generation permission flag are set. The flag FGen is set to "1", and the process proceeds to step S414. On the other hand, if the result of determination in step S413 is that [BSFCh<BSFCb] is not established (NO), it is determined that the auxiliary equipment suppression engine power generation execution permission flag FGenh and the engine The power generation permission flag FGen is set to "0", and the subroutine ends.

When the process proceeds from step S413 to step S414, since the accessory suppression engine power generation execution permission flag FGenh is "1" in step S413, the accessory suppression execution means 210 suppresses the power consumption of the accessories. The accessory power consumption to be suppressed is calculated based on the accessory power suppression torque Teh calculated in step S410. Although the power consumption of auxiliary machine 107 is suppressed in the second embodiment, the use of auxiliary machine 107 may be stopped.

In step S415, when the engine power generation permission flag FGen is set to "1" in step S410, step S407 or step S413, engine power generation execution means 208 performs engine power generation. At this time, the vehicle ECU 114 outputs the value of the engine shaft total torque Te to the engine ECU 112 , and the engine ECU 112 controls the engine 101 so as to achieve the engine shaft total torque Te.

Further, the vehicle ECU 114 outputs the value of the engine generated torque Teg to the MG ECU 113 ([Teg-Teh] when the accessory suppression engine generation execution permission flag FGenh is "1"), and the MG ECU 113 requests The MG 105 is controlled to generate electric power corresponding to the torque generated by the engine. Engine power generation is thereby performed, and the battery 106 is charged. After step S415, the subroutine ends.

Next, an example of the operation in the case of the second embodiment explained above will be explained using a timing chart. FIG. 15 is a timing chart for explaining the operation of the hybrid vehicle control device according to the second embodiment. 15, (A) is vehicle speed, (B) is engine speed Ne, (C) is engine shaft total torque Te, (D) is estimated SOC value SOCe, (E) is fuel consumption rate, and (F) is Fuel consumption, (G) fuel consumption, (H) engine power generation range determination flag FJde, (I) engine power generation execution permission flag FGen, (J) accessory suppression engine power generation execution permission flag FGenh, respectively, The horizontal axis indicates time. A dashed line in FIG. 11 indicates the operation in the case of the first embodiment.

In FIG. 15, as in FIG. 9, engine power generation region determination is started when the estimated SOC value SOCe falls below a predetermined SOC value KSOCd as at timing T1 in FIG. An engine power generation region determination flag FJde is set to "1". Next, at timing T2, in the second embodiment, as described above, [Fuel consumption rate BSFCh when assuming that engine power generation is performed by suppressing engine power generation torque<Fuel consumption when assuming engine power generation is not performed] BSFCb] is established, the auxiliary equipment suppression engine power generation permission flag FGenh of (J) and the engine power generation permission flag FGen of (I) are set to "1", and the operation of the auxiliary equipment 107 is suppressed. After that, start the engine power generation.

As described above, in the second embodiment, by suppressing the operation of the auxiliary machine 107 at the start of engine power generation, as indicated by C3 in the engine shaft total torque Te in (C), the engine power generation torque is suppressed by the auxiliary machine suppression amount. engine power generation is performed. On the other hand, in the case of the first embodiment described above, engine power generation is performed at timing T3, and the total engine shaft torque Te of (C) at that time is as indicated by C4. Larger than C3. As described above, in the second embodiment, it is possible to generate power at an operating point where the fuel consumption rate is lower than in the first embodiment, the fuel consumption is smaller than in the first embodiment, and the fuel consumption during engine power generation is further reduced. can be improved.

Here, the difference in operation during engine power generation between the second embodiment and a comparative example with respect to the second embodiment will be described. FIG. 16 is an explanatory diagram showing the operation of the hybrid vehicle control device according to the second embodiment in the form of a fuel consumption rate map. In FIG. 16, the vertical axis indicates the engine shaft total torque Te, and the horizontal axis indicates the engine speed. In the comparative example shown by the dashed line in FIG. 16, engine power generation is performed immediately when engine power generation is required, so engine power generation is performed at an operating point where the fuel consumption rate is relatively high, resulting in deterioration of fuel efficiency.

On the other hand, in the second embodiment, when [fuel consumption rate BSFCg when assuming engine power generation<fuel consumption rate BSFCb when assuming engine power generation is not performed] does not hold, [engine power generation torque is suppressed and Since engine power generation is performed by suppressing the engine power generation torque at the timing when the fuel consumption rate BSFCh when assuming engine power generation < fuel consumption rate BSFCb when it is assumed that engine power generation is not performed], as indicated by arrow X, As compared with the comparative example, engine power generation can be performed with the torque reduced by the amount limited by the auxiliary equipment, and further improvement in fuel efficiency can be achieved. In FIG. 16, the dashed line Y indicates the case where the aforementioned torque suppression according to the second embodiment is not performed.

According to the hybrid vehicle control apparatus according to the first and second embodiments described above, when the SOC of the battery is lowered, the SOC can select whether or not to perform engine power generation according to the use of the auxiliary equipment. is provided, and engine power generation is performed only when it is estimated that the fuel consumption rate is small even if engine power generation is performed within that region, so fuel efficiency during engine power generation can be improved. . In addition, by correcting the SOC region in which it is possible to select whether or not to carry out engine power generation according to changes in the use of the auxiliary equipment, it is possible to reliably secure the minimum SOC that must be secured in the battery and achieve fuel efficiency. can be improved. Furthermore, within the SOC range in which it is possible to select whether or not to perform engine power generation, engine power generation is performed when the fuel consumption rate of engine power generation when the use of auxiliary equipment is suppressed is estimated to be small, and By also suppressing the engine, it is possible to create a state in which the fuel consumption rate of engine power generation is reduced without significantly affecting the driver's use of auxiliary equipment, thereby improving fuel efficiency.

Although this application describes various exemplary embodiments, the various features, aspects, and functions described in one or more embodiments are limited to the application of the particular embodiments. can be applied to the embodiments singly or in various combinations. Therefore, countless modifications not illustrated are envisioned within the scope of the technology disclosed in the present application. For example, modification, addition or omission of at least one component, extraction of at least one component, and combination with components of other embodiments shall be included.

101 engine, 102 crank pulley, 103 pulley, 104 belt, 105 motor generator, 106 battery, 107 accessory, 108 transmission, 109 differential gear, 110 drive shaft, 111 tire, 112 engine ECU, 113 MG ECU, 114 vehicle 115 vehicle speed sensor 116 accelerator position sensor 117 brake stroke sensor 118 battery current sensor 201 accessory power consumption calculation means 202 accessory current consumption correction coefficient calculation means 203 SOC minimum remaining capacity calculation means 204 SOC estimated value calculation means 205 engine power generation region determination means 206 fuel consumption rate calculation means 207 engine power generation implementation determination means 208 engine power generation implementation means 209 auxiliary equipment power suppression torque calculation means 210 auxiliary equipment suppression implementation means

Claims (2)

An engine that operates by combustion of fuel to generate power, a motor generator that is driven by the power of the engine to generate power, a battery that charges the power generated by the motor generator, and the battery and at least one auxiliary machine operated by receiving electric power from a hybrid vehicle control device configured to control a hybrid vehicle,
battery SOC estimated value calculation means for estimating the SOC of the battery;
fuel consumption rate calculation means for calculating a fuel consumption rate at an operating point of the engine;
Auxiliary machine power consumption calculating means for calculating a consumption amount of electricity used by the auxiliary machine during a preset time when the engine is in operation;
SOC minimum remaining capacity calculation means for estimating the minimum SOC of the battery according to the consumption calculated by the auxiliary power consumption calculation means;
Determining whether the SOC of the battery estimated by the estimated battery SOC value calculating means is between a preset value and the minimum SOC of the battery estimated by the SOC minimum remaining capacity calculating means. engine power generation region determination means;
When the result of the determination by the engine power generation region determining means is affirmative, at least the fuel consumption rate of the engine when it is assumed that the engine power generation is performed and when it is assumed that the engine power generation is not performed. engine power generation implementation determination means for determining whether or not to implement the engine power generation based on a comparison of the fuel consumption rate of the engine of
with
configured to perform the engine power generation when the determination result of the engine power generation execution determination means is affirmative ,
The control device is
Auxiliary machine electric power suppression torque calculation means for calculating an engine generated torque for suppressing the amount of electricity used by the auxiliary machine according to the consumption of the electric quantity used by the auxiliary machine;
with
By the engine power generation execution determination means, it is assumed that the fuel consumption rate when it is assumed that engine power generation is not performed is lower than the fuel consumption rate when it is assumed that engine power generation is performed, and that engine power generation will be performed by suppressing the engine power generation torque. When it is determined that the fuel consumption rate at the time is lower than the fuel consumption rate when it is assumed that engine power generation is not performed, the engine power generation is performed and the amount of electricity used by the auxiliary device is suppressed. has been
A hybrid vehicle control device characterized by: The control device is
A correction coefficient for detecting a change in the amount of consumption of electricity used by the accessory, and correcting the minimum SOC of the battery estimated by the minimum SOC remaining capacity calculating means in accordance with the detected change in the amount of consumption. Auxiliary machine current consumption correction coefficient calculation means for calculating
having
The hybrid vehicle control device according to claim 1, characterized in that:

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