JP7345979B2 - Hybrid vehicle engine control method and engine control device - Google Patents

Description

The present invention relates to an engine control method and an engine control device for a hybrid vehicle.

Conventionally, a planetary gear mechanism has three rotating elements connected to three axes: an engine, a first motor, an output shaft of the engine, a rotating shaft of the first motor, and a drive shaft connected to an axle, and a drive shaft. A second motor capable of inputting and outputting power, a battery capable of exchanging power with the first motor and the second motor, and a required driving force to be output to the drive shaft based on the driver's accelerator operation amount and vehicle speed. Set the vehicle required power required for the vehicle, set the engine required power to be output from the engine based on the vehicle required power, and use the required driving force while the engine is operated at the operating point based on the engine required power. and a control device that controls the engine, the first motor, and the second motor so that the vehicle travels at the same speed. In this hybrid vehicle, when the required engine power is suppressed with respect to the vehicle required power, the suppressed engine requested power increases as the accelerator operation amount increases relative to the driving point at which fuel efficiency is optimal. A hybrid vehicle is known that is controlled so that the output is output at a driving point shifted to the high rotation side with a large shift amount (see, for example, Patent Document 1).

JP 2019-43282 Publication

However, the conventional engine controller is not intended to be applied to a hybrid vehicle, but instead uses a controller that controls the engine based on an accelerator opening signal and a vehicle speed signal. In this case, the engine controller does not accept the required engine power itself, which is set based on the vehicle required power, so there is a problem that it is not possible to appropriately control the driving force that should be output to the drive shaft of the hybrid vehicle. Ta.

The present invention has been made with a focus on the above-mentioned problem, and when an engine controller that is not intended for application to a hybrid vehicle is installed in a hybrid vehicle, engine control to obtain an appropriate target driving force may cause a sense of discomfort to the driver. The purpose is to prevent

In order to achieve the above object, the present invention includes an engine as a first drive source, a motor as a second drive source, and an engine controller. In this hybrid vehicle, the step of setting a target driving force, which is the driving force to be output to the drive shaft, based on the amount of accelerator operation by the driver and the vehicle speed; a step of setting a target engine torque and a target motor torque output by the motor; and a step of calculating an accelerator opening signal to be sent to the engine controller by an accelerator opening conversion process of converting the first target engine torque into an accelerator opening signal. and controlling the engine based on the second target engine torque calculated based on the accelerator opening signal transmitted to the engine controller. The various calculation processes executed by the engine controller include an opening characteristic calculation process that corrects a change in the accelerator opening signal at the time of start to a linear characteristic. In the step of calculating the accelerator opening signal, an inverse calculation process of various calculation processes executed by the engine controller is performed on the first target engine torque, and the accelerator opening signal is calculated. When it is determined that it is time to start, a value obtained by incrementing the accelerator opening degree signal calculated by performing inverse calculation processing is transmitted to the engine controller until a predetermined time has elapsed since the start determination.

By adopting the above solution, when an engine controller that is not intended for application to a hybrid vehicle is installed in a hybrid vehicle, it is possible to prevent the driver from feeling uncomfortable by controlling the engine to obtain an appropriate target driving force. In addition, in a starting scene, insufficient starting torque due to an accelerator opening signal that is estimated to be low by inverse calculation processing is prevented, and the starting acceleration required by the driver can be achieved.

1 is an overall system diagram showing a drive system and a control system of a FF hybrid vehicle to which the engine control method and engine control device of Example 1 are applied. FIG. 2 is a block diagram showing an inverse calculation processing configuration from a first target engine torque to an accelerator opening voltage, which is included in the adapter. FIG. 2 is a calculation processing block diagram showing a calculation processing configuration from an accelerator opening voltage to a final slow torque command value included in the engine control module. 3 is a flowchart showing the flow of engine control processing executed by a hybrid control module, an adapter, and an engine control module. FIG. 2 is a schematic diagram showing an engine control method for an engine vehicle and a variator control method for a belt-type continuously variable transmission according to the background art. FIG. 2 is a schematic diagram showing problems when the control method of the background art is directly applied to a hybrid vehicle. 5 is a time chart showing each characteristic at the time of starting in Example 1. FIG. 5 is a time chart showing each characteristic during intermediate acceleration in Example 1. FIG.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments for carrying out an engine control method and an engine control device for a hybrid vehicle according to the present invention will be described based on a first embodiment shown in the drawings.

The engine control method and engine control device in Example 1 are applied to a FF hybrid vehicle called a one-motor/two-clutch type vehicle equipped with a variator as a transmission mechanism. The configuration of the first embodiment will be explained below, divided into "overall system configuration," "adapter configuration," "engine control module configuration," and "engine control processing configuration."

[Overall system configuration (Figure 1)]
As shown in FIG. 1, the drive system of the FF hybrid vehicle includes an engine 1, a first clutch 2, a motor generator 3 (motor), a second clutch 4, a variator 5, a final reduction mechanism 6, and a drive system. It includes a shaft 7 and a drive wheel 8. In other words, the hybrid drive system has one motor (motor generator 3) and two clutches (first clutch 2, second clutch 4). Further, although the variator 5 is included in the drive system, the hybrid drive system is configured without a torque converter installed in an engine vehicle.

The FF hybrid vehicle has two drive modes: "hybrid vehicle mode (HEV mode)" in which both the first clutch 2 and second clutch 4 are engaged, and "electric vehicle mode" in which the first clutch 2 is released and the second clutch 4 is engaged. mode (EV mode). In the mode transition from "EV mode" to "HEV mode", when starting the engine 1 using the motor generator 3 as a starter motor, the second clutch 4 is slip-engaged to suppress engine starting shock. .

Engine 1 is the first driving source for the FF hybrid vehicle. When the "HEV mode" is selected, control is performed to share the target engine torque obtained by subtracting the target motor torque from the target driving force. Note that when the "EV mode" is selected, the engine 1 is stopped.

The first clutch 2 is a multi-disc friction clutch interposed between the engine 1 and the motor generator 3. The first clutch 2 is engaged when the "HEV mode" is selected, and released when the "EV mode" is selected.

The motor generator 3 is a three-phase alternating current rotating electric machine that serves as a second traveling drive source for the FF hybrid vehicle, and exhibits a motor function and a generator function. When the "HEV mode" is selected, control is performed to share the target driving force between the target engine torque and the target motor torque (positive torque: drive torque, negative torque: power generation torque). On the other hand, when the "EV mode" is selected, control is performed in which all of the target driving force is shared by the motor generator 3.

The second clutch 4 is a multi-disc friction clutch interposed between the motor generator 3 and the variator 5. This second clutch 4 has a forward/reverse switching mechanism that switches the direction of input rotation to the variator 5 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel. Therefore, when traveling forward, the forward clutch included in the forward/reverse switching mechanism is used as the second clutch 4, and when traveling backward, the reverse brake included in the forward/reverse switching mechanism is used as the second clutch 4.

The variator 5 is a continuously variable transmission mechanism that has a function of steplessly changing the speed ratio (ratio of variator input rotation to variator output rotation) by changing the belt contact diameter. The variator 5 includes a primary pulley 51, a secondary pulley 52, a belt 53 that is stretched across a V-shaped sheave surface of the primary pulley 51 and a V-shaped sheave surface of the secondary pulley 52. has.

The final reduction mechanism 6 has a reduction gear mechanism that decelerates the secondary output rotation of the secondary pulley 52 and a differential gear mechanism that provides a differential function. When driving by pressing the accelerator, the driving force output from the variator 5 is transmitted to the left and right drive shafts 7 and the left and right drive wheels 8. On the other hand, during coasting when the accelerator foot is released, the rotational driving force received by the left and right drive wheels 8 from the road surface is transmitted to the drive source via the left and right drive shafts 7 and the variator 5.

As shown in FIG. 1, the control system of the FF hybrid vehicle includes a hybrid control module 10 (hybrid controller), an adapter 11, an engine control module 12 (engine controller), a motor controller 13, a CVT control unit 14, It is equipped with The hybrid control module 10 is abbreviated as "HCM," the engine control module 12 is abbreviated as "ECM," the motor controller 13 is abbreviated as "MC," and the CVT control unit 14 is abbreviated as "CVT-CU." Furthermore, these electronic control means are connected, for example, by a CAN communication line that allows them to exchange information with each other.

The hybrid control module 10 determines target values for each unit (engine 1, motor generator 3, variator 5) included in the hybrid drive system based on the target driving force, and performs integrated control. This hybrid control module 10 includes a target driving force setting section 10a and a torque/rotation distribution calculation section 10b (torque distribution calculation section).

The target driving force setting unit 10a receives accelerator opening information from an accelerator opening sensor 20 that detects the amount of accelerator operation by the driver, and vehicle speed information from a vehicle speed sensor 21 that detects vehicle speed. Then, the target driving force Fd, which is the driving force to be output to the drive shaft 7, is set using the target driving force characteristic using the accelerator opening degree APO and the vehicle speed VSP as parameters.

The torque/rotation distribution calculation section 10b receives the target driving force Fd from the target driving force setting section 10a. Then, using the target driving force line (target power line) on the two-dimensional coordinates that expresses the relationship between rotation and torque as a reference, the optimal distribution line (= best Draw the fuel efficiency operating line (alpha line). The torque (engine torque) and rotational speed (primary rotational speed) at the position where the target driving force line and the optimum distribution line intersect are defined. The defined engine torque is set as the first target engine torque Te1(t) output by the engine 1. A torque obtained by subtracting the first target engine torque Te1(t) from the target driving force Fd is set as the target motor torque Tm(t) output by the motor generator 3. The defined primary rotation speed is set to the target primary rotation speed Npri(t) realized by the gear ratio of the variator 5.

The adapter 11 inputs the first target engine torque Te1(t) transmitted from the torque/rotation distribution calculating section 10b of the hybrid control module 10. Then, an accelerator opening voltage VAPO to be sent to the engine control module 12 is calculated by an accelerator opening conversion process that converts the first target engine torque Te1(t) into an accelerator opening voltage VAPO (accelerator opening signal).

Here, in the accelerator opening degree conversion process, the inverse calculation process of the various calculation processes executed by the engine control module 12 is executed for the first target engine torque Te1(t) (see FIG. 2), and the accelerator opening degree is Calculate voltage VAPO. The various calculation processes (see FIG. 3) executed by the engine control module 12 include an opening characteristic calculation process that corrects a change in the accelerator opening voltage VAPO at the time of start to a linear characteristic.

Therefore, the accelerator opening voltage VAPO obtained by the inverse calculation process is estimated to be a lower value than the accelerator opening voltage VAPO(SEN) from the accelerator opening sensor 20, which is the driver operation accelerator opening signal. Therefore, when it is determined that it is time to start, the first target engine torque Te1(t) is calculated by performing the inverse calculation process of various calculation processes for the first target engine torque Te1(t) until a predetermined time has elapsed since the start judgment. A value VAPO(h) obtained by increasing the accelerator opening voltage VAPO is transmitted to the engine control module 12. In addition, if it is determined that the situation is not the time of starting, including the time of intermediate acceleration, the accelerator opening voltage VAPO, which is calculated by performing the inverse calculation process of various calculation processes on the first target engine torque Te1(t), is applied to the engine. control module 12.

The engine control module 12 receives the accelerator opening voltage VAPO transmitted from the adapter 11. Then, various calculation processes are executed based on the input accelerator opening voltage VAPO (see FIG. 3), and a final slow torque command value Te2(t) (second target engine torque) is calculated. The torque of the engine 1 is controlled by outputting the calculated final slow torque command value Te2(t).

The motor controller 13 receives the target motor torque Tm(t) transmitted from the torque/rotation distribution calculating section 10b of the hybrid control module 10. Then, a torque control command is output to the inverter 15 to obtain the target motor torque Tm(t) based on the motor torque/rotation speed characteristic. Here, the inverter 15 is provided between the battery 16 and the motor generator 3, and converts the battery current into three-phase alternating current during motor power running, and converts the three-phase alternating current into battery current during motor regeneration.

The CVT control unit 14 inputs the target primary rotation speed Npri(t) transmitted from the torque/rotation distribution calculation section 10b of the hybrid control module 10. Then, a target gear ratio at which the target primary rotation speed Npri(t) is obtained is calculated based on the vehicle speed at that time. Further, a hydraulic control command that establishes the relationship between the primary pulley pressure and the secondary pulley pressure to obtain the calculated target gear ratio is output to a variator hydraulic unit (not shown).

[Adapter configuration (Figure 2)]
As shown in FIG. 2, the adapter 11 performs the inverse calculation process of the various calculation processes performed by the engine control module 12 on the first target engine torque Te1(t) from the hybrid control module 10.

The adapter 11 includes a filter section 11a, an accelerator opening conversion section 11b, a normalized opening area conversion section 11c, an accelerator opening area conversion section 11d, an opening characteristic correction section 11e, and an opening rate/opening conversion section. It has a section 11f, an opening limit section 11g, and an opening/voltage conversion section 11h.

The filter section 11a passes the first target engine torque Te1(t) through an inverse filter or an anti-jerk filter to obtain an engine torque command value. The accelerator opening conversion unit 11b converts the throttle opening based on the engine torque command value into an accelerator opening. The normalized opening area conversion unit 11c converts the converted accelerator opening degree into a normalized opening area. The accelerator opening area conversion unit 11d converts the normalized opening area into an accelerator opening area.

The opening characteristic correction unit 11e inputs the accelerator opening area and corrects the accelerator opening characteristic in order to take various measures including correction of the opening characteristic at the time of start. The opening rate/opening degree conversion unit 11f converts the accelerator opening rate into an accelerator opening degree. The opening limiter 11g limits the converted accelerator opening as a measure against failure, brake override, and the like. The opening/voltage converter 11h converts the limited accelerator opening into an accelerator opening voltage VAPO.

[Engine control module configuration (Figure 3)]
As shown in FIG. 3, the engine control module 12 executes various calculation processes based on the accelerator opening voltage VAPO transmitted from the adapter 11.

The engine control module 12 includes a voltage/opening converter 12a, an opening limiter 12b, an opening/opening ratio converter 12c, an opening characteristic corrector 12d, and an accelerator opening area converter 12e. It includes a normalized opening area conversion section 12f, a throttle opening conversion section 12g, and a filter section 12h.

The voltage/opening converter 12a converts the accelerator opening voltage VAPO into an accelerator opening. The opening limiter 12b limits the converted accelerator opening as a measure against failure, brake override, and the like. The opening degree/opening rate conversion unit 12c converts the limited accelerator opening degree into an accelerator opening rate. The opening characteristic correction unit 12d inputs the accelerator opening rate and corrects the accelerator opening characteristic in order to take various measures including correction of the opening characteristic at the time of start. Note that measures other than correction of opening characteristic at start include drive mode, drive mode factor, opening characteristic change regulation, reverse characteristic, etc.

The accelerator opening area conversion unit 12e converts the characteristic-corrected accelerator opening degree into an accelerator opening area. The normalized aperture area conversion unit 12f converts the converted accelerator aperture area into a normalized aperture area. The throttle opening conversion unit 12g converts the accelerator opening based on the normalized opening area into a throttle opening, and uses the throttle opening as an engine torque command value. The filter unit 12h passes the engine torque command value through an inverse filter or an anti-jerk filter to obtain a final slow torque command value Te2(t).

[Engine control processing configuration (Figure 4)]
FIG. 4 shows the flow of engine control processing executed by the hybrid control module 10, adapter 11, and engine control module 12. Each step in FIG. 4 will be explained below.

In step S1, following the start, the hybrid control module 10 reads the accelerator opening APO from the accelerator opening sensor 20 and the vehicle speed VSP from the vehicle speed sensor 21, and the process proceeds to step S2.

In step S2, following reading of the accelerator opening degree APO and vehicle speed VSP in S1, the hybrid control module 10 sets a target driving force Fd based on the accelerator opening degree APO and vehicle speed VSP, and the process proceeds to step S3.

In step S3, following the setting of the target driving force Fd in S2, the first target engine torque Te1(t), target motor torque Tm(t), and target primary rotation speed Npri(t) are set in the hybrid control module 10. Then, the process proceeds to step S4. Note that the target motor torque Tm(t) is output to the motor controller 13, and the target primary rotation speed Npri(t) is output to the CVT control unit 14.

In step S4, following the setting of the first target engine torque Te1(t) in S3, the adapter 11 inputs the first target engine torque Te1(t) from the hybrid control module 10, and the process proceeds to step S5.

In step S5, following the input of the first target engine torque Te1(t) in S4, the adapter 11 calculates the accelerator opening voltage VAPO by inverse calculation processing of the first target engine torque Te1(t), and in step S6 Proceed to.

In step S6, following the calculation of the accelerator opening voltage VAPO in S5, the adapter 11 determines whether or not a predetermined time has elapsed since the start determination. If YES (within a predetermined time has elapsed since the start determination), the process advances to step S7, and if NO (the predetermined time has not elapsed since the start determination), the process advances to step S8.

Here, the "start determination" is determined based on, for example, when a driving range position is selected and the vehicle is stopped under the brake, and then the accelerator pedal is depressed following the brake foot release operation. Further, the "predetermined time" is set to a time (for example, about several seconds) during which the driver feels that the engine torque is insufficient after the start decision based on the accelerator depression operation.

In step S7, following the determination that a predetermined time has elapsed since the start determination in S6, the adapter 11 sends an accelerator opening voltage correction value VAPO(h), which is an increase of the accelerator opening voltage VAPO, to the engine control module 12. and proceeds to step S9.

Here, the increase correction amount of the accelerator opening voltage VAPO shall be given by a fixed value that covers the shortfall or a variable value corresponding to the shortfall that changes over time, based on the voltage shortfall results obtained through experiments etc. .

In step S8, following the judgment that the predetermined time has not elapsed since the start judgment in S6, the adapter 11 transmits the accelerator opening voltage VAPO calculated in S5 to the engine control module 12, and the process proceeds to step S9.

In step S9, following the transmission of the accelerator opening voltage information in S7 or S8, the accelerator opening voltage correction value VAPO(h) or the accelerator opening voltage VAPO is input in the engine control module 12, and the process proceeds to step S10.

In step S10, following the input of VAPO(h) or VAPO in S9, the engine control module 12 performs various calculation processes based on the accelerator opening voltage correction value VAPO(h) or the accelerator opening voltage VAPO, and then finalizes the input. A slow torque command value Te2(t) is calculated, and the process proceeds to step S11.

In step S11, following the calculation of the final slow torque command value Te2(t) in S10, the engine control module 12 outputs the final slow torque command value Te2(t) to the engine 1 as a torque control command, and proceeds to return. .

Next, "problems in the background art and solutions to the issues" will be explained. Next, the "engine control action" in the first embodiment will be explained.

[Background technology issues and problem-solving strategies (Figures 5 and 6)]
First, the engine control system and the variator control system of the belt-type continuously variable transmission in the engine vehicle shown in FIG. 5 will be explained. The engine control method inputs accelerator opening information into the engine control module (ECM) and determines target engine torque for each engine speed. The target engine torque is then achieved by controlling various actuators (throttle opening, fuel injection amount, ignition timing, EGR, VTC).

On the other hand, for speed change control using the variator of a belt-type continuously variable transmission, accelerator opening information and vehicle speed information are input into the CVT control unit (CVT-CU), and a target primary rotation speed (target gear ratio) is set for each accelerator opening. Determine. The target gear ratio is then achieved by controlling the pulley oil pressure.

That is, in an engine vehicle, target values for each unit (engine, variator) are determined and controlled based on the accelerator opening degree. Therefore, the driving force output to the drive shaft is determined by the output torque of the engine and the speed ratio of the variator, and the driving force is matched based on the accelerator opening characteristics of the engine and the speed change map of the variator.

Next, as a background technology for hybrid vehicles, as shown in Figure 6, we have developed a method to control each unit (engine, motor, variator) of a hybrid vehicle based on the concept of accelerator opening in the same way as in engine vehicles. Suppose. In this case, even if the output torque of the engine and the gear ratio of the variator are determined based on the accelerator opening information, the output of the motor cannot be determined only by this. For this reason, the motor operating point does not lie on the optimum distribution line (=best fuel efficiency operating line, α line) that takes into account the amount of charge and discharge for each battery charge capacity (SOC). Therefore, in order to place the motor operating point on the α line, which is the optimal distribution line, it is necessary to have a concept of controlling the engine, motor, and variator in an integrated manner.

On the other hand, in order to control the engine/motor/variator in an integrated manner, it is assumed that target values for each unit (engine, motor, variator) will be determined and controlled based on the target driving force that should be output to the drive shaft. do. In this case, even if you try to apply the engine control module (ECM) used in engine vehicles, the input information is the accelerator opening, so the engine control module will not accept the target engine torque itself, which is set based on the target driving force. I can't give it to you. As a result, it is not possible to properly control the driving force that should be output to the drive shaft of a hybrid vehicle, and the engine control module needs to be replaced with a new hybrid vehicle-specific module that accepts engine torque information as input information. There was a problem.

In response to the above-mentioned problem, the present inventor considered measures from the viewpoint that there is a need for a countermeasure that can determine and control target values for each unit (engine, motor) based on the target driving force. By considering strategies, we focused on the point that by building a system that shares engine control input information between engine vehicles and hybrid vehicles, it is possible to use engine controllers that are not intended for use in hybrid vehicles. .

Based on the above points of interest, the present disclosure includes an engine 1 as a first drive source, a motor generator 3 as a second drive source, and an engine control module 12. In this hybrid vehicle, a target driving force Fd, which is the driving force to be output to the drive shaft 7, is set based on the amount of accelerator operation by the driver and the vehicle speed. Based on the target driving force Fd, a first target engine torque Te1(t) output by the engine 1 and a target motor torque Tm(t) output by the motor generator 3 are set. The accelerator opening voltage VAPO to be sent to the engine control module 12 is calculated by an accelerator opening conversion process that converts the first target engine torque Te1(t) into an accelerator opening voltage VAPO. The engine control module 12 adopts a solution in which the engine 1 is controlled based on the final slow torque command value Te2(t) calculated from the transmitted accelerator opening voltage VAPO.

In other words, it is possible to determine and control the target values (first target engine torque Te1(t), target motor torque Tm(t)) of each unit (engine 1, motor generator 3) based on the target driving force Fd. . Therefore, by controlling the engine to obtain an appropriate target driving force Fd, it is possible to prevent the driver from feeling uncomfortable. In addition, in motor control, it is also possible to place the motor operating point on the α line, which is the optimal distribution line.

Then, the accelerator opening voltage VAPO to be sent to the engine control module 12 is calculated by an accelerator opening conversion process that converts the first target engine torque Te1(t) into an accelerator opening voltage VAPO. Therefore, the engine control input information becomes the accelerator opening information, and a system is constructed in which the engine control input information is shared between the engine vehicle and the hybrid vehicle. Therefore, the engine control module 12 of an engine vehicle, which is not intended for application to a hybrid vehicle, can be used as is in a hybrid vehicle.

As a result, when the engine control module 12 that is not intended for application to a hybrid vehicle is installed in a hybrid vehicle, it is possible to prevent the driver from feeling uncomfortable by controlling the engine to obtain an appropriate target driving force Fd. In addition, there is no need to replace the module with a new dedicated hybrid vehicle module that accepts engine torque information as input information, and by using the engine control module 12 of the engine vehicle for the hybrid vehicle, there is a greater cost advantage.

Here, in the accelerator opening degree conversion process, an inverse calculation process of various calculation processes executed by the engine control module 12 is performed on the first target engine torque Te1(t), and the accelerator opening degree which is the accelerator opening degree signal is The voltage VAPO is calculated.

That is, the accelerator opening conversion process that converts the first target engine torque Te1(t) into the accelerator opening voltage VAPO is performed by the engine control module 12 to convert the accelerator opening voltage VAPO into the final slow torque command value Te2(t). This is the inverse operation of the various arithmetic operations that convert to . Therefore, it is possible to easily increase the consistency between the first target engine torque Te1(t) determined based on the target driving force Fd and the final slow torque command value Te2(t) calculated by the engine control module 12. become.

[Engine control action (Fig. 4, Fig. 7, Fig. 8)]
First, when the "HEV mode" is selected, the engine control process is started, and in the flowchart of FIG. 4, the process proceeds from S1 to S2 to S3 by the process in the hybrid control module 10. In S1, the accelerator opening APO from the accelerator opening sensor 20 and the vehicle speed VSP from the vehicle speed sensor 21 are read. In S2, the target driving force Fd is set based on the accelerator opening APO and the vehicle speed VSP. In S3, a first target engine torque Te1(t), a target motor torque Tm(t), and a target primary rotation speed Npri(t) are set.

Following S3, the processing in the adapter 11 proceeds to S4→S5→S6. In S4, following the setting of the first target engine torque Te1(t) in S3, the first target engine torque Te1(t) is input by transmission from the hybrid control module 10. In S5, the accelerator opening voltage VAPO is calculated by inverse calculation processing of the first target engine torque Te1(t). In S6, it is determined whether or not a predetermined time has elapsed since the start determination. If it is determined in S6 that the predetermined time has elapsed since the start determination, the process proceeds from S6 to S7, and in S7, the accelerator opening voltage correction value VAPO(h), which is the accelerator opening voltage VAPO that has been corrected by increasing it, is determined by the engine control module. 12. On the other hand, if it is determined in S6 that the predetermined time has not elapsed since the start determination, the process proceeds from S6 to S8, and in S8, the accelerator opening voltage VAPO calculated in S5 is transmitted to the engine control module 12.

Following S7 or S8, the processing in the engine control module 12 proceeds to S9→S10→S11→Return. In S9, the accelerator opening voltage correction value VAPO(h) or the accelerator opening voltage VAPO is input by transmission from the adapter 11. In S10, the final slow torque command value Te2(t) is calculated through various calculation processes based on the accelerator opening voltage correction value VAPO(h) or the accelerator opening voltage VAPO. In S11, the final slow torque command value Te2(t) is output to the engine 1 as a torque control command.

Here, the various calculation processes executed by the engine control module 12 include an opening characteristic that corrects the change in the accelerator opening voltage VAPO at the time of start to a linear characteristic, as shown in the opening characteristic correction section 12d in FIG. Includes calculation processing (correction of opening characteristic at start). Therefore, the accelerator opening voltage VAPO obtained by the inverse calculation process is estimated to be a lower value than the accelerator opening voltage VAPO(SEN) from the accelerator opening sensor 20, which is the driver operation accelerator opening signal. This point is clear from the comparison between the driver accelerator opening voltage (=accelerator opening voltage VAPO(SEN)) and the ECM transmitted accelerator opening voltage (accelerator opening voltage VAPO) in Figure 7. This is caused by correcting the opening characteristic to a linear characteristic.

When comparing the HCM required ENG torque, the ECM target engine torque, and the actual ENG torque in FIG. Experiments have revealed that the ENG torque is low and the starting torque is insufficient.

Therefore, when it is determined that it is time to start, the accelerator is calculated by performing the inverse calculation process of various calculation processes on the first target engine torque Te1(t) until a predetermined time has elapsed since the start judgment. The accelerator opening voltage correction value VAPO(h) obtained by increasing the opening voltage VAPO is transmitted to the engine control module 12. Therefore, in the starting scene, insufficient starting torque due to the accelerator opening voltage VAPO, which is estimated to be low by the inverse calculation process, is prevented, and the starting acceleration required by the driver can be achieved.

Also, in the intermediate acceleration scene, the accelerator opening voltage VAPO obtained by inverse calculation processing is the accelerator opening voltage VAPO(SEN) from the accelerator opening sensor 20, which is the driver operation accelerator opening signal, as in the case of starting. will be estimated at a lower value. This point is also clear from the comparison between the driver accelerator opening voltage (=accelerator opening voltage VAPO(SEN)) and the ECM transmission accelerator opening voltage (accelerator opening voltage VAPO) in FIG.

However, during intermediate acceleration, as shown in Figure 8, when comparing the HCM requested ENG torque, the ECM target engine torque, and the actual ENG torque, the torque consistency is high, indicating that there is no shortage of intermediate acceleration torque. It was discovered through experiments.

Therefore, when it is determined that the time is not when starting, including during intermediate acceleration, the accelerator opening voltage VAPO, which is calculated by performing the inverse calculation process of various calculation processes on the first target engine torque Te1(t), is used as the engine The data is sent to the control module 12. Therefore, in driving scenes other than starting, including during intermediate acceleration, the intermediate acceleration and constant speed driving characteristics required by the driver are achieved without correcting the accelerator opening voltage VAPO calculated by inverse calculation processing. You will be able to do that.

As explained above, the engine control method and engine control device for a FF hybrid vehicle according to the first embodiment provide the following effects.

(1) In a hybrid vehicle (FF hybrid vehicle) including an engine 1 as a first travel drive source, a motor (motor generator 3) as a second travel drive source, and an engine controller (engine control module 12),
A target driving force Fd, which is the driving force to be output to the drive shaft 7, is set based on the driver's accelerator operation amount and the vehicle speed,
Based on the target driving force Fd, a first target engine torque Te1(t) outputted by the engine 1 and a target motor torque Tm(t) outputted by the motor (motor generator 3) are set;
Through the accelerator opening conversion process that converts the first target engine torque Te1(t) into an accelerator opening signal (accelerator opening voltage VAPO), the accelerator opening signal (accelerator opening voltage VAPO) is sent to the engine controller (engine control module 12). Calculate the voltage VAPO),
The engine controller (engine control module 12) controls the engine 1 based on the second target engine torque (final slow torque command value Te2(t)) calculated from the transmitted accelerator opening signal (accelerator opening voltage VAPO). do.
For this reason, when an engine controller (engine control module 12) that is not intended for use in hybrid vehicles is installed in a hybrid vehicle, the engine controls the engine to obtain an appropriate target driving force Fd to prevent the driver from feeling uncomfortable. A control method can be provided.

(2) In the accelerator opening conversion process, the inverse calculation process of the various calculation processes executed by the engine controller (engine control module 12) is performed on the first target engine torque Te1(t), and the accelerator opening signal ( Calculate the accelerator opening voltage (VAPO).
Therefore, the first target engine torque Te1(t) determined based on the target driving force Fd and the second target engine torque (final slow torque command value Te2(t) calculated by the engine controller (engine control module 12) ) can easily improve consistency.

(3) Various calculation processes executed by the engine controller (engine control module 12) include opening characteristic calculation processing that corrects changes in the accelerator opening signal (accelerator opening voltage VAPO) at the time of start to linear characteristics. ,
When it is determined that it is time to start, the accelerator opening is calculated by performing inverse calculation processing of various calculation processes on the first target engine torque Te1(t) until a predetermined time has elapsed since the start judgment. A value (accelerator opening voltage correction value VAPO(h)) obtained by increasing the signal (accelerator opening voltage VAPO) is transmitted to the engine controller (engine control module 12).
Therefore, in the starting scene, insufficient starting torque due to the accelerator opening signal (accelerator opening voltage VAPO) that is estimated to be low by inverse calculation processing is prevented, and the starting acceleration required by the driver can be achieved. I can do it.

(4) If it is determined that the situation is not the time of starting, including the time of intermediate acceleration, the accelerator opening signal (accelerator The opening voltage VAPO) is sent to the engine controller (engine control module 12).
Therefore, in driving scenes other than when starting, including during intermediate acceleration, the intermediate acceleration required by the driver and the constant Fast running performance can be achieved.

(5) An engine 1 as a first travel drive source, a motor (motor generator 3) as a second travel drive source, a hybrid controller (hybrid control module 10), an engine controller (engine control module 12), and a motor as a second travel drive source. In a hybrid vehicle (FF hybrid vehicle) comprising a controller 13,
The hybrid controller (hybrid control module 10) includes a target driving force setting unit 10a that sets a target driving force Fd, which is the driving force to be output to the drive shaft 7, based on the amount of accelerator operation by the driver and the vehicle speed; Based on the driving force Fd, a torque distribution calculation unit (torque/rotation distribution It has a calculation unit 10b),
The first target engine torque Te1(t) from the hybrid controller (hybrid control module 10) is converted into an accelerator opening signal (accelerator opening voltage VAPO) by the accelerator opening conversion process, which is transmitted to the engine controller (engine control module 12). An adapter 11 is provided to calculate an accelerator opening signal (accelerator opening voltage VAPO) to be transmitted,
The motor controller 13 controls the motor (motor generator 3) based on the target motor torque Tm(t) from the hybrid controller (hybrid control module 10),
The engine controller (engine control module 12) operates the engine based on the second target engine torque (final slow torque command value Te2(t)) calculated from the accelerator opening signal (accelerator opening voltage VAPO) transmitted from the adapter 11. Control 1.
For this reason, when an engine controller (engine control module 12) that is not intended for use in hybrid vehicles is installed in a hybrid vehicle, the engine controls the engine to obtain an appropriate target driving force Fd to prevent the driver from feeling uncomfortable. A control device can be provided.

The engine control device for a hybrid vehicle according to the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to this first embodiment, and changes and additions to the design are permitted as long as they do not depart from the gist of the invention according to each claim.

In the first embodiment, an example is shown in which the adapter 11 executes the inverse calculation process of various calculation processes executed by the engine control module 12 on the first target engine torque Te1(t), and calculates the accelerator opening voltage VAPO. Indicated. However, the adapter may use an engine characteristic in which the relationship between engine rotation speed and engine torque is set for each accelerator opening degree, and calculate the accelerator opening signal from the first target engine torque and engine rotation speed. .

In the first embodiment, an example is shown in which the adapter 11 is provided independently between the hybrid control module 10 and the engine control module 12. However, the adapter may be built into the last stage of the hybrid control module, or may be built into the front stage of the engine control module.

Embodiment 1 shows an example in which the engine control device of the present invention is applied to a FF hybrid vehicle called a one-motor/two-clutch type vehicle equipped with a variator as a transmission mechanism. However, the engine control device of the present invention may or may not include a transmission mechanism, and the transmission mechanism may be a stepped transmission mechanism having a plurality of gears other than a variator or a continuously variable transmission mechanism with an auxiliary transmission. Further, the type of hybrid vehicle to which the present invention is applied is not limited to a one-motor/two-clutch type FF hybrid vehicle, but may also be an FR hybrid vehicle. Furthermore, the present invention can also be applied to other types of hybrid vehicles, such as a motor-assist type hybrid vehicle in which a motor is added to the drive system of an engine vehicle, a power split type hybrid vehicle using a planetary gear mechanism, and the like. In addition, in Embodiment 1, when starting the engine 1 using the motor generator 3 as a starter motor in mode transition from "EV mode" to "HEV mode", the second clutch 4 is slip engaged and the engine starting shock is applied. Although this is suppressed, a starter generator may be added and the first clutch 2 may be engaged after the starter generator starts the engine.

1 Engine 2 First clutch 3 Motor generator (motor)
4 Second clutch 5 Variator 6 Final reduction mechanism 7 Drive shaft 8 Drive wheel 10 Hybrid control module (hybrid controller)
10a Target driving force setting section 10b Torque/rotation distribution calculation section (torque distribution calculation section)
11 Adapter 12 Engine control module (engine controller)
13 Motor controller 14 CVT control unit 20 Accelerator opening sensor 21 Vehicle speed sensor

Claims (3)

A hybrid vehicle including an engine as a first travel drive source, a motor as a second travel drive source, and an engine controller,
setting a target driving force, which is the driving force to be output to the drive shaft, based on the driver's accelerator operation amount and the vehicle speed;
setting a first target engine torque output by the engine and a target motor torque output by the motor based on the target driving force;
calculating an accelerator opening signal to be transmitted to the engine controller by an accelerator opening conversion process that converts the first target engine torque into an accelerator opening signal;
controlling the engine based on a second target engine torque calculated based on the accelerator opening signal transmitted to the engine controller ,
The various calculation processes executed by the engine controller include an opening characteristic calculation process that corrects a change in the accelerator opening signal at the time of start to a linear characteristic,
The step of calculating the accelerator opening signal includes performing inverse calculation processing of various calculation processes performed by the engine controller on the first target engine torque, and calculating the accelerator opening signal;
When it is determined that it is time to start, a value obtained by increasing and correcting the accelerator opening signal calculated by executing the inverse calculation process is transmitted to the engine controller until a predetermined time has elapsed since the start determination.
A hybrid vehicle engine control method characterized by the following. In the hybrid vehicle engine control method according to claim 1 ,
The step of calculating the accelerator opening signal is calculated by performing an inverse calculation process of the various calculation processes on the first target engine torque when it is determined that the time is not when starting, including during intermediate acceleration. A method for controlling an engine of a hybrid vehicle, comprising: transmitting an accelerator opening signal to the engine controller. A hybrid vehicle including an engine as a first travel drive source, a motor as a second travel drive source, a hybrid controller, an engine controller, and a motor controller,
The hybrid controller includes a target driving force setting unit that sets a target driving force that is a driving force to be output to the drive shaft based on the driver's accelerator operation amount and vehicle speed; a torque distribution calculation unit that sets a first target engine torque output by the engine and a target motor torque output by the motor;
an adapter that calculates an accelerator opening signal to be transmitted to the engine controller by an accelerator opening conversion process that converts the first target engine torque from the hybrid controller into an accelerator opening signal;
The motor controller controls the motor based on the target motor torque transmitted from the hybrid controller,
The engine controller controls the engine based on a second target engine torque calculated based on the accelerator opening signal transmitted from the adapter,
The various calculation processes executed by the engine controller include an opening characteristic calculation process that corrects a change in the accelerator opening signal at the time of start to a linear characteristic,
The adapter executes an inverse calculation process of various calculation processes executed by the engine controller on the first target engine torque, and calculates the accelerator opening signal;
When it is determined that it is time to start, transmitting to the engine controller a value obtained by increasing and correcting the accelerator opening signal calculated by executing the inverse calculation process until a predetermined time has elapsed since the start determination. An engine control device for hybrid vehicles featuring: