JP2002118903A - Hybrid vehicle control device - Google Patents

Abstract

(57) [Problem] To provide a vehicle equipped with an electric motor and a heat engine, which are supplied with electric power from a self-contained power source, as driving power sources, and to operate the vehicle as a whole under conditions of high energy efficiency. A control unit calculates a required torque Treq from an accelerator opening θ, and an engine efficiency Enef is used as a driving force source for outputting the required torque Treq.
Determine if it is higher than gef. The control unit 60 controls the energy efficiency Enef of the engine 10
When it is determined that the energy efficiency is higher than the energy efficiency Mgef, the required fuel amount is supplied to the engine 10 via the injector together with the opening control of the throttle valve 13. After executing the valve opening control of the throttle valve 13, the control unit 60 executes control for changing the gear ratio of the CVT 40 via the transmission ECU 620.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for controlling a driving force source in a hybrid vehicle having a heat engine and an electric motor as driving force sources.

[0002]

2. Description of the Related Art A hybrid vehicle having an internal combustion engine (heat engine) and an electric motor as driving force sources has been put to practical use. Generally, an electric motor has a high efficiency in a region where the vehicle required torque is small, and an internal combustion engine has a characteristic that the efficiency is high in a region where the vehicle required torque is large. Therefore, a hybrid vehicle usually selects an internal combustion engine, an electric motor, or an internal combustion engine and an electric motor as a driving force source according to a vehicle request torque required for the vehicle, and causes the selected driving force source to output a vehicle request torque. Running.

[0003]

However, in the conventional hybrid vehicle, when the required torque increases in the operation range of the internal combustion engine, the required torque is output by operating the internal combustion engine and the electric motor. . Further, the conventional hybrid vehicle uses a secondary battery as a power source for the electric motor, and the driving control of the driving force source is performed on the assumption that the secondary battery is charged using the internal combustion engine.

[0004] Therefore, when a self-powered power source such as a fuel cell is used, there is a problem that the conventional operation control of the driving power source is not optimal. Further, there is a possibility that the internal combustion engine and the electric motor as the driving force sources cannot be operated under the condition of high energy efficiency, and a problem that high energy efficiency cannot be realized as a whole vehicle may occur.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problem. In a vehicle provided with a motor and a heat engine as driving power sources, the motor and the heat engine being supplied with electric power from a self-contained power supply, the motor and the heat engine are combined. The purpose of each is to operate with high energy efficiency. It is another object of the present invention to provide a control device for a hybrid vehicle that can operate under conditions of high energy efficiency as a whole vehicle.

[0006]

Means for Solving the Problems and Their Functions / Effects In order to solve the above problems, a first aspect of the present invention is to consume power from a heat engine which generates driving force by burning fuel and a spontaneous power supply. And a control device for a hybrid vehicle that includes a motor that generates a driving force as a driving force source and that drives the heat engine in an operating region where fuel efficiency is optimal when a heat engine is used as the driving force source. . A control device for a hybrid vehicle according to a first aspect of the present invention includes a required output calculating unit that calculates a required output required for the vehicle, and a driving force source that can generate the required output more efficiently. And a driving force source control means for outputting the required output by selecting from one or a combination of the heat engine and the electric motor.

[0007] According to the control apparatus for a hybrid vehicle according to the first aspect of the present invention, the required output is output by the driving force source having high energy efficiency. Can be driven.

[0008] In the control apparatus for a hybrid vehicle according to the first aspect of the present invention, when the heat engine is selected as the drive power source, the drive power source control means determines that the fuel efficiency of the heat engine is optimal. The required output may be output by operating in a certain operation range. In such a case, the energy efficiency of the vehicle can be improved while suppressing the fuel consumption of the heat engine. Further, when the driving force source control means selects the electric motor as a driving force source,
The requested output may be output by the electric motor.
In such a case, the required output can be output by a motor having high energy efficiency.

In the control apparatus for a hybrid vehicle according to the first aspect of the present invention, the driving force source control means controls the heat engine when the combination of the heat engine and the electric motor is selected as the driving force source. The required output may be output by the heat engine and the electric motor by operating in an operation region where the fuel efficiency is optimal. In such a case, the heat engine and the electric motor can be operated with high energy efficiency.

[0010] The control device for a hybrid vehicle according to the first aspect of the present invention may further include power transmission means for enabling the heat engine to operate in an arbitrary operation range depending on the vehicle speed of the vehicle. good. In such a case, since the heat engine can be operated in an arbitrary operation range, the heat engine can be operated in an operation range in which fuel efficiency is optimal.

According to a second aspect of the present invention, a heat engine that generates driving force by burning fuel and an electric motor that generates driving force by consuming electric power from a spontaneous power source are provided as driving force sources. When a heat engine is used as a source, a control device for a hybrid vehicle that operates the heat engine in an operation region where fuel efficiency is optimal is provided. A control device for a hybrid vehicle according to a second aspect of the present invention includes: a required torque calculating unit configured to calculate a required torque required for the vehicle;
Torque difference calculating means for obtaining a torque difference between the current torque of the heat engine and the required torque in an operation region where the fuel efficiency is optimal, and a drive capable of generating the calculated torque difference with the highest energy efficiency A driving force source selecting means for selecting a power source from one or a combination of the heat engine and the electric motor; and, when the heat engine is selected as a driving force source by the driving force source selecting means, the heat source is selected. A driving force source control unit that outputs the torque difference by operating the engine in the operation range in which the fuel efficiency is optimal.

According to the control device for a hybrid vehicle according to the second aspect of the present invention, the required torque is output by the driving force source having high energy efficiency, and when the driving force is selected as the driving force source, heat is generated. Since the engine is operated in the operating range where the fuel efficiency is optimal, the vehicle can be operated under conditions of high energy efficiency as a whole vehicle.

[0013] In the control apparatus for a hybrid vehicle according to a second aspect of the present invention, the driving force source control means may be configured to output the electric power when the electric motor is selected as the driving force source by the driving force source selection means. The torque difference may be output by the electric motor. With such a configuration, when the energy efficiency of the electric motor is high, it is possible to output a torque difference by the electric motor, and the energy efficiency of the entire vehicle can be improved.

In the control apparatus for a hybrid vehicle according to a second aspect of the present invention, the driving force source control means selects a combination of the heat engine and the electric motor as a driving force source by the driving force source selection means. If
The heat engine is operated in an operation region where the fuel efficiency is optimal to generate a fuel efficiency priority torque smaller than the required torque, and an insufficient torque difference between the required torque and the fuel efficiency priority torque is output by the electric motor. Thus, the torque difference may be output. With this configuration, the heat engine can be operated in the operating range where the fuel efficiency is optimal to output the fuel efficiency priority torque, and the shortage torque difference can be compensated by the electric motor to improve the energy efficiency of the entire vehicle. The required torque can be output while outputting.

In the control apparatus for a hybrid vehicle according to a second aspect of the present invention, the fuel efficiency priority torque is closest to the required torque, and the torque that can be output by the heat engine in an operating region where the fuel efficiency is optimal. It may be. With such a configuration, the heat engine can output most of the required torque.

A control device for a hybrid vehicle according to a second aspect of the present invention further includes a transmission for reducing the engine speed of the heat engine by changing a speed ratio, and outputting the required torque or the fuel consumption priority torque. Transmission control means for controlling a transmission ratio of a transmission so as to match an engine rotation speed of the heat engine at the time with a current vehicle speed of the vehicle. With this configuration, the speed of the vehicle can be maintained at the current vehicle speed irrespective of fluctuations in the engine rotation speed that occur as a result of operating the heat engine in an operation region where fuel efficiency is optimal.

In the control apparatus for a hybrid vehicle according to a second aspect of the present invention, the spontaneous power source may be a fuel cell that consumes fuel for a fuel cell to generate power.

[0018] In the control apparatus for a hybrid vehicle according to a second aspect of the present invention, the energy efficiency is, for the heat engine, a fuel efficiency related to a heat amount capable of generating the fuel, and the generated heat amount is converted into a torque. And the drive efficiency associated with the operation of the heat engine. For the electric motor, the fuel efficiency relating to the amount of power that can be generated from the fuel cell fuel and the power are converted into torque. It may include the motor efficiency, which is the efficiency at that time, and the drive efficiency accompanying the operation of the motor.

According to a third aspect of the present invention, there is provided a hybrid including, as driving power sources, a heat engine that generates driving power by consuming combustion fuel and an electric motor that generates driving power by consuming power from a fuel cell. A method for controlling a vehicle is provided. In the control method for a hybrid vehicle according to a third aspect of the present invention, a required torque required for the vehicle is calculated, and when the heat engine is operated, the heat engine is driven by an engine speed and an output torque of the heat engine. Operating the heat engine on an optimal fuel consumption curve in which the fuel consumption of the heat engine represented by the characteristic line of FIG. 2 is optimal, and the current torque of the heat engine and the demand at a first operating point on the optimal fuel consumption curve. A torque difference from the torque is obtained, and a driving force source capable of generating the calculated torque difference with the highest energy efficiency is selected from one or a combination of the heat engine and the electric motor, and the heat engine is driven. When selected as a power source, the torque difference is calculated by operating the heat engine at a second operating point on the optimal fuel economy curve corresponding to the required torque. It characterized in that to the force.

According to the hybrid vehicle control method of the third aspect of the present invention, it is possible to obtain the same functions and effects as those of the hybrid vehicle control apparatus of the first and second aspects of the present invention.

In the method for controlling a hybrid vehicle according to a third aspect of the present invention, the torque difference may be output by the motor when the motor is selected as a driving force source.

In the hybrid vehicle control method according to the third aspect of the present invention, when a combination of the heat engine and the electric motor is selected as a driving force source, the combination corresponds to a fuel consumption priority torque smaller than the required torque. Operating the heat engine at a third operating point on the optimal fuel economy curve to output the fuel economy priority torque and causing the electric motor to output an insufficient torque difference between the required torque and the fuel economy priority torque. May be used to output the torque difference.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a hybrid vehicle control device according to the present invention will be described based on embodiments with reference to the drawings.

Referring to FIG. 1, a schematic configuration of a vehicle in which the control apparatus for a hybrid vehicle according to the present embodiment can be used will be described. FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which the control device for a hybrid vehicle according to the present embodiment can be applied.

The vehicle includes an engine (fuel engine) 10 and a drive motor (electric motor) 20 as power sources, a planetary gear device 30 for mechanically distributing the outputs of the engine 10 and the drive motor 20, and a maximum reduction gear. Continuously variable transmission (CV) capable of continuously changing the reduction ratio between the speed ratio and the minimum reduction ratio.
T) 40). The engine 10 includes a crankshaft (output shaft) 11, a damper 18, and a first clutch C
1 is connected to the power input shaft of the planetary gear device 30, and the drive motor 20 is connected to the power input shaft of the planetary gear device 30 via the rotor 21. The driving force output shaft of the planetary gear device 30 is connected to the power input shaft of the CVT 40, and the power output shaft of the CVT 40 is connected to the drive shaft 50. The drive shaft 50 is connected to wheels 53 via a differential gear (including a final gear) 51 and an axle 52.

The engine 10 is, for example, a general gasoline engine using gasoline as fuel, and its operation state is controlled by the control unit 60. Engine 10
The crankshaft 1 outputs the generated output to the outside
1. An injector that injects a predetermined amount of fuel based on a command from the control unit 60, an igniter (both not shown) that generates an electric spark via a spark plug at a predetermined timing, and the like are provided. The engine 10 according to the present embodiment includes an electronically controlled throttle valve 13 that is mechanically linkless with the accelerator pedal 12,
The throttle opening can be controlled independently of the depression amount of the accelerator pedal 12. Crankshaft 11
Is provided with an engine speed sensor 70 (see FIG. 3) for detecting the speed of the engine 10. Around the engine 10, a hydraulic pump for power steering,
An auxiliary machine 14 such as an air conditioner (A / C) compressor for circulating a refrigerant for an air conditioner is arranged. The accessory 14 is connected to the crankshaft 11 via a timing belt 15 and an electromagnetic clutch 16, and the driving force output from the crankshaft 11 is transmitted via the timing belt 15 during operation of the engine 10. Driven by

Around the engine 10, an accessory driving motor 17 is further arranged. Auxiliary drive motor 17
Is connected to the accessory 14 via the timing belt 15. The accessory drive motor 17 drives the accessory 14 via the timing belt 15 while the engine 10 is stopped, based on a command from the control unit 60. In such a case, the electromagnetic clutch 16 is turned off (disengaged) by a command from the control unit 60, and the connection between the accessory driving motor 17 and the engine 10 is cut off, so that the load on the accessory driving motor 17 is reduced. You. The auxiliary drive motor 17 is connected to the engine 1
Driven by 0 and functioning as a generator,
It also functions as a starter motor when starting the engine 10.

The driving motor 20 functions as a motor that converts electric energy into mechanical energy when a driving force is required by the motor, and converts mechanical energy into electric energy during regeneration, charging, and the like. It is a three-phase synchronous motor that functions as a generator. The drive motor 20 includes a rotor 2 having a plurality of permanent magnets on an outer peripheral surface.
1 and a stator 22 around which a three-phase coil for forming a rotating magnetic field is wound. The drive motor 20 is rotated by the interaction between the magnetic field generated by the permanent magnet provided on the rotor 22 and the magnetic field formed by the three-phase coil of the stator 22. When the rotor 22 is driven by an external force, an interaction between these magnetic fields generates an electromotive force at both ends of the three-phase coil. The driving motor 2 is mounted on the rotating shaft 23.
Resolver 71 for detecting the number of rotations of 0 (see FIG. 3)
Is arranged.

A fuel cell 200 and a battery (secondary battery) 210 are provided as power sources for the driving motor 20 and the auxiliary device driving motor 17. In the present embodiment, basically, the fuel cell 200 is used as a main power source of each of the motors 17 and 20. The battery 210 is, for example, the fuel cell 20
Fuel cell 200 during the period until the operating state of the fuel cell 200 becomes stable
Functions as an auxiliary power source when sufficient power cannot be supplied, and also as a main power source for the control unit 60 and other electrical components.

Each motor 17, 20 and each power supply 200, 21
Between 0 and 0, inverters 220 and 230 and a changeover switch 240 are arranged. Inverters 220 and 23
0 is connected to the control unit 60 via a signal line, and each motor 1 is controlled based on a command from the control unit 60.
A control current is supplied to 7 and 20. Changeover switch 2
40 is a switch for arbitrarily switching the connection state between each of the motors 17 and 20 and each of the power supplies 200 and 210;
The changeover switch 240 is provided for the stator 2 of each of the motors 17 and 20.
1 connected.

The switching operation of the changeover switch 240 will be described with reference to FIG. FIG. 2 is an explanatory diagram schematically showing the switching operation of the changeover switch 240. Changeover switch 24
0 indicates a state in which the fuel cell 200 or the battery 210 is selectively connected to the accessory driving motor 17, and a state in which neither the power supply 200 or 210 is connected to the accessory driving motor 17. Also, the changeover switch 240
Shows a state in which the fuel cell 200 or the battery 210 is selectively connected to the drive motor 20,
A state can be taken in which none of the power supplies 200 and 210 is connected to 0. Therefore, it is possible to simultaneously supply power from any one of the power supplies 200 and 210 to each of the motors 17 and 20, and to supply power from any one of the power supplies 200 and 210 to only one of the motors 17 and 20. Can be. It is also possible to connect the power supply 210 to the accessory drive motor 17 and store the power in the power supply 210 by operating the accessory drive motor 17 as a generator.

The planetary gear unit 30 realizes an electric torque converter together with the drive motor 20. That is, in the present embodiment, the function of the torque converter is realized by electrically and mechanically controlling the operations of the drive motor 20 and the planetary gear device 30 instead of the general fluid type torque converter. The planetary gear device 30 includes a double planetary-type first planetary gear device 31 and a simple planetary-type second planetary gear device 32 that are arranged in parallel and close to each other. First and second planetary gear units 31, 3
2 has a common ring gear R and a carrier C, and has an outer pinion gear of the first planetary gear set 31 and a second pinion gear.
This is a Ravigneaux type planetary gear device having a common pinion gear P1 in which the pinion gear of the planetary gear device 32 is integrated.

The first sun gear S1 of the first planetary gear set 31
Is directly connected to the rotor 21 of the drive motor 20, and the second sun gear S2 of the second planetary gear unit 32 is connected to the other end of the crankshaft 11 via the first clutch C1 and the damper 18. The first sun gear S1 and the second sun gear S2 can be connected via a second clutch C2,
By bringing the second clutch C2 into the engaged state, the first sun gear S1 is connected to the crankshaft 11 of the engine 10. The ring gear R is provided on the input side pulley 4 of the CVT 40.
The second sun gear S2 is connected to the first sun gear S2 via a common pinion gear P1 that can rotate. The carrier C is fixed to the housing via the brake B, meshes with the ring gear R via a rotatable common pinion gear P1, and meshes with the first sun gear S1 via a rotatable independent pinion gear P2.

The first clutch C1, the second clutch C2, and the brake B are connected by a plurality of mutually overlapping clutch plates being pressed by a hydraulic actuator, and are released by releasing the pressing to release the multi-plate type hydraulic plate. It is a type clutch.

The CVT 40 includes an input side pulley 41, an output side pulley 42, and a steel belt 43 mounted on both pulleys 41,42. Input side pulley 4
Each of the first pulley 42 and the output pulley 42 is provided with a hydraulic actuator (not shown), and the outer diameter of the steel belt 43 is changed by the hydraulic actuator according to the driving state of the vehicle. Thus, the pulley ratio is changed by changing the groove width of each pulley 41, 42, and a desired reduction ratio is realized. Input side pulley 41
Is connected to the ring gear R as described above, and the first shaft is connected via the common pinion gear P1 and the independent pinion gear P2 to the first shaft.
The sun gear S1 is connected to the second sun gear S2 via a common pinion gear P1. The shaft of the output side pulley 42 is connected to the drive shaft 50, and the driving force output from the output side pulley 42
Wheel 5 via differential gear 51 and axle 52
3 is transmitted.

Next, a control circuit configuration of the control device for a hybrid vehicle according to the present embodiment will be described with reference to FIG. FIG. 3 is a block diagram illustrating a control circuit configuration of the control device for a hybrid vehicle according to the present embodiment. The control unit 60 is a hybrid ECU (electronic control unit) 60
0, engine ECU 610, transmission ECU
620. ECUs 600, 610 and 6
The CPU 20 includes a CPU, a ROM, a RAM, and the like (not shown). In addition, these ECUs are examples, and for example,
A brake ECU or the like may be provided separately from hybrid ECU 600.

The hybrid ECU 600 is the core ECU of the control unit 60, and includes an engine ECU 61.
0 and the transmission ECU 620 so as to be capable of bidirectional communication via a signal line. Hybrid E
The CU 600 includes a crankshaft 11 of the engine 10.
, An engine speed sensor 70 for detecting the speed of the vehicle, a resolver 71 for detecting the speed of the drive motor 20, a vehicle speed sensor 72 for detecting the vehicle speed of the vehicle, a shift position sensor 73 for detecting the shift position, and an accelerator depression amount for the accelerator. Accelerator opening sensor 7 for detecting the opening
4. Throttle opening sensor 7 for detecting throttle opening
5 are connected via signal lines. Further, the hybrid ECU 600 includes a methanol remaining amount sensor 76 for detecting the remaining amount of methanol as the fuel of the fuel cell 200,
An SOC sensor 77 for detecting a charging rate of the battery 210 is connected to each via a signal line. A methanol remaining amount sensor 76 is arranged in a methanol tank 110, and a fuel cell 200 is connected to a methanol pipe (not shown) of a reformer (not shown). Is connected to the methanol tank 110 via the.

In the hybrid ECU 600, as shown in FIG. 4, various other sensors are connected to the input port via signal lines, and various control circuits are connected to the output port via signal lines. I have.

The hybrid ECU 600 includes a map for determining the operation switching between the engine 10 and the drive motor 20 in the ROM, an energy efficiency map for the engine 10 and the drive motor 20, and a map for obtaining the throttle opening from the accelerator opening. Etc. are stored.

The engine ECU 610 is a hybrid E
The required fuel injection amount is realized by controlling the injector based on a request from the CU 600, and the operating state of the engine 10 is controlled by controlling the ignition timing, the throttle valve opening, and the like. When the vehicle is driven only by the drive motor 20 (hereinafter, referred to as “EV traveling”), the hybrid E
In accordance with a request from the CU 600, the fuel injection to the engine 10 is stopped to stop the operation of the engine 10.

Transmission ECU 620 controls each clutch C1, C2 and brake B via a hydraulic actuator in accordance with a request from hybrid ECU 600.
The pulley ratio is changed by controlling the width of the input side pulley 41 and the output side pulley 42, and the rotation speed (the number of rotations) of the engine 10 is appropriately reduced to control the wheel speed. introduce.

When the engine is stopped, the hybrid ECU 600 controls the inverters 220 and 230 and the changeover switch 24.
0 controls the accessory driving motor 17 through the
The drive of the auxiliary machine 14 at the time of 0 stop is realized. The hybrid ECU 600 switches the engine 1 from the engine stopped state.
When restarting the operation of 0, the auxiliary drive motor 17 is driven to increase the engine speed to the start speed, and requests the engine ECU 610 for fuel injection control and ignition control.

Next, a basic running operation of the hybrid vehicle executed by the hybrid vehicle control device having the above configuration will be described with reference to FIGS.
FIG. 5 is an explanatory diagram showing a map used to determine which of the engine 10 and the driving motor 20 is to be used as a driving force source during forward movement of the vehicle based on the vehicle speed, output torque (accelerator opening), and shift position. is there. FIG. 6 is an explanatory diagram showing a map used to determine which of the engine 10 and the driving motor 20 is to be used as a driving force source when the vehicle is moving backward based on the vehicle speed, output torque (accelerator opening), and shift position. is there. FIG. 7 is an explanatory diagram showing the relationship between the engaged states of the clutches C1 and C2 and the brake B, and the shift state of the planetary gear device 30, and is divided into cases according to the driving force source, the shift position (see FIG. 8), and the like. ing. FIG. 8 is an explanatory view showing an example of the shift lever position arrangement.

The maps shown in FIGS. 5 and 6 are merely examples of maps used for determining the driving force source that outputs the vehicle required torque. When acceleration is required in the driving range of the engine 10, the engine 1
The required output can be assisted by zero or the drive motor 20. This detailed control will be described later.

When the ignition position is at the vehicle start position (STA), the hybrid ECU 600
The vehicle speed v and the accelerator opening θ are obtained from the vehicle speed sensor 72 and the accelerator opening sensor 74, respectively. The hybrid ECU 600 calculates the engine 10 based on the acquired vehicle speed v and accelerator opening θ from the map shown in FIG.
And which of the driving motors 20 is to be used as the driving force source. When the vehicle starts from vehicle speed 0, the intersection of the vehicle speed v and the accelerator opening θ usually exists in the EV traveling range, so that the hybrid ECU 600 determines the driving motor 20 as the driving force source.

When the driving motor 20 is selected as the driving force source and the shift position is D, M, or B, the transmission ECU 620 releases the first and second clutches C1 and C2 and releases the brake B. The low speed forward mode “1st” is established by the engagement. Hybrid ECU 600 includes inverter 2
The control unit 20 controls the drive motor 20 to output the required torque obtained from the accelerator opening θ and the vehicle speed v. Alternatively, when the operating state of the fuel cell 200 is unstable, the changeover switch 240 is controlled to connect the power supply line from the inverter 230 to the stator 22 of the driving motor 20. Hybrid ECU 600 includes inverter 230
Is controlled to output the required torque obtained from the accelerator opening θ and the vehicle speed v to the drive motor 20 to start the vehicle. After the vehicle starts, as the vehicle speed increases in the EV running range, the hybrid ECU 600 sequentially calculates the optimal speed ratio, and realizes the calculated speed ratio via the transmission ECU 620. In this embodiment, the creep torque in the forward direction is generated by the drive motor 20 when the vehicle stops. When sufficient power cannot be supplied to the drive motor 20 due to a shortage of fuel in the fuel cell 200 or a decrease in the state of charge SOC of the battery 210, the auxiliary drive motor 17 is driven by the engine 10 to serve as a generator. In operation, the generated power is stored in the battery 210, and the driving motor 20 is operated.

The gear ratio in the low speed forward mode “1st” is 1 / ρ1 (ρ1 is the gear ratio of the first planetary gear unit 31 (= the number of teeth of the first sun gear S1 / the number of teeth of the ring gear R)).
Is relatively large and a large torque amplification is obtained.
Combined with the large speed ratio of the VT 40, practically satisfactory creep torque and starting performance can be obtained. In this embodiment, ρ
1 <ρ2, and the speed ratio 1 / ρ1 is greater than the absolute value | 1 / ρ2 | of the speed ratio when the engine 10 is engaged in reverse and the first clutch C1 is engaged, and the torque ratio is large. Action is obtained.

From the low speed forward mode "1st", the engine 1
For example, when shifting to the high-speed forward mode “2nd” by 0, the hybrid ECU 600 releases the brake B while engaging the second clutch C2 via the transmission ECU 620 to rotate the planetary gear device 30 integrally, After the rotation speed of the engine 10 is synchronized with the second sun gear S2, the first clutch C1 is engaged, and thereafter, the power supply to the drive motor 20 is stopped to bring it into a no-load state.

[0049] The transmission ECU 620
And the second clutch C1 and C2 are engaged together and the brake B is released, so that the speed ratio in which both the engine 10 and the driving motor 20 are driven as the driving force source is 1 (2nd (assist)). To establish. The transmission ECU 620 releases the first clutch C1 and the brake B and engages the second clutch C2 to regeneratively control the regenerative control of the driving motor 20 to generate a braking force while charging the regenerative braking mode. "2nd (regeneration)" is established.

When the driving motor 20 is selected as a driving force source and the vehicle is moving in reverse when the shift position is in the R position, the transmission ECU 620 releases both the first and second clutches C1 and C2 and engages the brake B. This establishes the low speed reverse mode “low speed (motor)”. In the low-speed reverse mode, the hybrid ECU 600 generates a reverse creep torque when the vehicle is stopped by causing the drive motor 20 to generate reverse rotation torque. Hybrid ECU 600
Of the drive motor 20 with the increase in the accelerator depression amount
, The vehicle is started backward.
The speed ratio at this time is 1 / ρ1, which is relatively large, and a large torque amplification is obtained. Therefore, in combination with the large speed ratio of the CVT 40, practically satisfactory creep torque and starting performance can be obtained.

When shifting from the low speed reverse mode “low speed (motor)” to the high speed reverse mode “high speed” by the engine 10, the hybrid ECU 600
0 is started and the first clutch C1 is engaged via the transmission ECU 620, and then the drive motor 20
To stop the power supply to the no-load state.

During the EV running, the auxiliary machine 14 is driven by an auxiliary machine drive motor 17. Hybrid ECU 6
00 releases the electromagnetic clutch 16 to release the engine 10
Is disconnected from the accessory drive system, and the changeover switch 240 is controlled to connect the power supply line from the inverter 220 to the power input line of the accessory drive motor 17. The point that the battery 210 is used as a power source if necessary
Is the same as

When one of the vehicle speed v and the accelerator opening θ is out of the EV travel range, that is, when the vehicle enters the engine travel range, the hybrid ECU 600 drives the drive motor 20.
The switching of the driving power source from the engine to the engine 10 is determined.
With this determination, the hybrid ECU 600 temporarily stops the accessory driving motor 17, turns on (joins) the electromagnetic clutch 16, and connects the crankshaft 11 and the accessory driving motor 17 via the timing belt 15. .

The hybrid ECU 600 drives the accessory drive motor 17 to increase the engine speed to the start speed, and requests the engine ECU 610 to perform start control. Engine ECU 610 controls an injector, an igniter (not shown), and the like according to a request to start explosive combustion of engine 10.

The engine 10 is selected as the driving power source,
When the vehicle advances in the shift positions D, M, and B, the transmission ECU 620 engages the first and second clutches C1 and C2 together and releases the brake B, so that the transmission ratio is 1 in the high-speed forward mode. "2nd" is established. When shifting from the EV running range, the rotation speed of the engine 10 is reduced
The first clutch C1 is engaged when synchronized with the rotation speed of 0.

The transmission ECU 620
Establishes an engine low-speed forward mode "2nd (low speed)" in which the engine can be started by slipping the first clutch C1 and engaging the second clutch C2 and releasing the brake B. If the vehicle starts in low engine speed forward mode, the transmission E
The CU 620 gradually brings the first clutch into a completely engaged state as the vehicle speed increases.

The engine 10 is selected as the driving power source,
When the vehicle shifts to the reverse position when the shift position is at the R position, the transmission ECU 620 engages the first clutch C1 and the brake B and releases the second clutch C2 so that the transmission ratio is 1 / ρ2 (ρ2
Is the gear ratio of the second planetary gear unit 32 (= second sun gear S
2) The number of teeth / number of teeth of the ring gear R)) establishes a high-speed reverse mode “high speed”.

As in the case of the forward movement, the first clutch C1
Is slip-joined, an engine low speed reverse mode “low speed (engine)” in which the engine can be started can be established. Further, when the shift position takes the N position, transmission ECU 620 releases power from engine 10 to planetary gear device 30 by releasing first and second clutches C1 and C2 together and engaging brake B. Block transmission.

When the engine is running, the hybrid ECU 600 requests the engine ECU 610 to output the required vehicle torque determined from the accelerator opening θ and the vehicle speed v. The engine ECU 610 is a hybrid ECU 6
Based on the request from 00, an injector, an igniter (not shown) and the like are controlled to control the operating state of the engine 10.

The control device for a hybrid vehicle according to the present embodiment operates the engine 10 at an operation point on the optimal fuel consumption curve L1 shown in FIG. FIG. 9 is an explanatory diagram showing a map of a fuel efficiency priority area (optimal fuel efficiency curve L1) used for determining an operation point of the engine 10 in the present embodiment. In FIG. 9, the optimal fuel consumption curve L1
Is a characteristic line using torque and engine speed as parameters, and is determined from an equal fuel consumption curve L2 connecting points at which fuel efficiency is equal and an equal output curve L3 connecting points at which the output of the engine 10 is equal. Is done.

The hybrid ECU 600 calculates an optimum gear ratio based on the vehicle speed v and the accelerator opening θ, and realizes the calculated gear ratio via the transmission ECU 620. Note that, even when the engine is running, when an increase in the vehicle required torque is requested, a control process described later is executed.

When the engine is running, the auxiliary machine 14 is driven by the driving force of the engine 10. That is, the driving force output from the crankshaft 11 is transmitted to the auxiliary device 14 via the timing belt 15.

Next, a description will be given of a driving force source control process in the hybrid vehicle control apparatus according to the present embodiment, which is executed when the vehicle is accelerating while the engine 10 is running, with reference to FIGS. FIG. 10 is a flowchart illustrating a processing routine of driving force source control processing executed in the control device for a hybrid vehicle according to the present embodiment. FIG. 11 is an explanatory diagram showing a map used for obtaining the required torque from the accelerator opening.

Hybrid ECU 600 obtains accelerator opening θ detected by accelerator opening sensor 74 (step S100). Hybrid ECU 600
Calculates the required torque Treq from the accelerator opening θ using the detected accelerator opening θ and the map shown in FIG. 11 (step S110). In the present embodiment, the required torque Treq is calculated based on only the accelerator opening θ for the sake of simplicity of description, but in addition to this, the torque required to drive the auxiliary machine 14 and the auxiliary machine drive The torque required for driving the motor 17 for power generation and the like can be reflected in the required torque Treq.

Hybrid ECU 600 determines whether or not drive motor 20 is in a normally operable state (step S120). If hybrid ECU 600 determines that drive motor 20 is in a normally operable state, the process proceeds to step S120. (Step S12
0: Yes), remaining fuel methanol fuel F
rem is acquired from the methanol remaining amount sensor 76, and it is determined whether or not the acquired methanol remaining amount Frem is equal to or more than a predetermined value Fref (step S130).

If it is determined that the remaining methanol amount Frem ≧ Fref (step S130: Yes), the hybrid ECU 600 requests the required torque Treq and the current torque Tcur.
Then, it is determined whether or not the torque difference ΔT is equal to or less than the maximum torque Tmgmax that can be output by the drive motor 20 (step S140). The torque difference ΔT is equal to the driving motor 2
If the output torque exceeds the maximum torque Tmgmax that can be output due to 0, it is impossible to output the required torque Treq only by the driving motor 20. In such a case, the drive motor 20 can be used by operating the engine 10 as described later.

The hybrid ECU 600 calculates the torque difference Δ
T is the maximum torque T that can be output by the drive motor 20
If it is determined that it is equal to or less than mgmax (step S1
40: Yes), it is determined whether or not the engine efficiency Enef is higher than the driving motor efficiency Mgef as the driving force source for outputting the required torque Treq (step S150). That is, it is determined which of the engine 10 and the driving motor 20 has the best energy efficiency when the torque difference between the required torque Treq and the current torque Tcur is output by the engine 10 or the drive motor 20. This also contributes to improving the energy efficiency of the vehicle as a whole.

The details of the determination process will be described with reference to FIG. FIG. 12 shows the engine 10 with respect to the torque.
FIG. 4 is an explanatory diagram showing energy efficiency of a driving motor 20. In FIG. 12, the energy efficiency E of the engine 10 is shown.
nef is indicated by an energy efficiency curve L10, and the energy efficiency Mgef of the drive motor 20 is indicated by an energy efficiency curve L20.

The energy efficiency Enef of the engine 10 can be defined by the following equation (1), for example. Enef = fuel efficiency × engine efficiency × drive efficiency (1) Here, the fuel efficiency is, for example, the amount of heat that can be generated by burning a predetermined amount of gasoline fuel.
The engine efficiency is, for example, a conversion efficiency at which heat generated by the combustion of gasoline fuel can be extracted as torque (output). The driving efficiency is, for example, an efficiency in consideration of electric power (loss) required when pumping gasoline fuel in a gasoline tank and injecting the gasoline fuel into an engine cylinder by an injector.

Energy efficiency Mgef of drive motor 20
May be defined, for example, by the following equation (2). Mgef = fuel efficiency × motor efficiency × drive efficiency (2) Here, the fuel efficiency is, for example, an amount of electric power that can be generated from a predetermined amount of methanol fuel. The driving efficiency is
The efficiency of converting the power generated from the methanol fuel into the power for driving the motor, that is, the inverter efficiency and the power transmission efficiency. The motor efficiency is, for example, a ratio (efficiency) at which converted power can be taken out as torque (output).

It is assumed that the maximum torque that can be output by the driving motor 20 is Tmgmax. Therefore, in a region where the required torque is equal to or less than the maximum torque Tmgmax of the driving motor 20, the driving motor 20 is used as a driving power source in principle, with the exception of insufficient remaining amount of methanol fuel.

It is assumed that the value of the current torque Tcur currently output by the engine 10 is A, the value of the first example corresponding to the required torque Treq is B, and the value of the second example is C. When the required torque Treq takes a first value B, the energy efficiency Enef of the engine 10 at the point B and the energy efficiency Mgef of the drive motor 20 when outputting the torque difference ΔT1 between the current torque Tcur and the required torque Treq are calculated. By comparison, the energy efficiency when the driving motor 20 is used as the driving force source is higher. Therefore, hybrid ECU 600
Selects the driving motor 20 as the driving force source.

On the other hand, when the required torque Treq takes the second value C, the energy efficiency En of the engine 10 at the point C is obtained.
ef, torque difference ΔT between current torque Tcur and required torque Treq
Energy efficiency Mg of the drive motor 20 when outputting
When compared with ef, the energy efficiency when the engine 10 is used as the driving force source is higher. Therefore, hybrid ECU 600 selects engine 10 as the driving force source. The engine 10 also outputs the torque difference ΔT when the required torque Treq exceeds the maximum torque Tmgmax that can be output by the drive motor 20.

Returning to FIG. 10, the description will be continued. As a result of the calculation, the hybrid ECU 600 changes the energy efficiency Enef of the engine 10 to the energy efficiency Mgef of the driving motor 20.
If it is determined that it is higher (step S150),
The target throttle valve opening θst corresponding to the required torque is obtained from the map shown in FIG. 13, and the throttle valve opening θs is set to the target throttle valve opening θst (step S160). The hybrid ECU 600 controls the opening of the throttle valve 13 and supplies a required fuel amount to the engine 10 via an injector. It should be noted that the auxiliary load driving torque may be added to the required torque.

In step S120, the driving motor 2
0 is determined to be abnormal (step S
120: No), and when it is determined in step S130 that the remaining amount of methanol Frem <Fref (step S130: No), the drive motor 20 cannot be operated, so the hybrid ECU 600 proceeds to step S160. Execute the processing of Step S14
If it is determined at 0 that the torque difference ΔT is larger than the maximum torque Tmgmax that can be output by the drive motor 20 (step S140: No), the drive motor 20
The required torque Treq cannot be output depending only on
Hybrid ECU 600 performs the process of step S160.

After executing the valve opening control of the throttle valve 13, the hybrid ECU 600 executes control to change the speed ratio of the CVT 40 via the transmission ECU 620 (step S170), and terminates this processing routine. As is clear from FIG. 9, when the operating point on the optimum fuel consumption curve L1 is selected as the operating point of the engine 10, when the torque is determined, the engine speed is uniquely determined, and the torque increases. This will increase the engine speed. Therefore, it is necessary to match the vehicle speed immediately after the start of the control with the current vehicle speed. Therefore, the speed ratio of the CVT is controlled to reduce the engine speed (engine speed) to the current vehicle speed.

The hybrid ECU 600 determines in step S
If it is determined in 140 that the energy efficiency Mgef of the drive motor 20 is equal to or higher than the energy efficiency Enef of the engine 10 (step S150: No), the drive motor 2
0, the control current amount is increased, and the drive motor 20
As a result, a torque difference ΔT between the required torque Treq and the current torque Tcur is output (step S180), and the processing routine ends.

As described above, according to the control apparatus for a hybrid vehicle according to the present embodiment, the required torque T
Since the torque difference ΔT between the req and the current torque Tcur is output from the engine 10 or the driving motor 20 of the driving motor 20 having a high energy efficiency, the engine 10 and the driving motor 20 are each operated in a state of high energy efficiency. be able to. Therefore, the fuel consumption of the engine 10 and the fuel consumption of the fuel cell 200 can be reduced, and the energy efficiency of the entire vehicle can be improved.

In a conventional hybrid vehicle using a secondary battery as a power source for a driving motor, it was necessary to charge a secondary battery by operating a generator by the output of an engine. The control device for a hybrid vehicle includes a fuel cell 200 as a power source for the drive motor 20.
Is used, the engine 10 can be operated at the most efficient operating point without considering the charging of the secondary battery. In conventional hybrid vehicles, even if the engine can be operated at the driving point on the optimal fuel consumption curve, the energy efficiency of the engine is not considered, and the fuel consumption of the engine is reduced to the optimal value. It wasn't. On the other hand, according to the control device for a hybrid vehicle according to the present embodiment, not only can the engine 10 be driven at the operating point on the optimal fuel efficiency curve L1, but also the Thus, the engine 10 can be operated at the operation point with the highest energy efficiency.

The control apparatus for a hybrid vehicle according to the present invention has been described based on the embodiments. However, the above-described embodiments are for facilitating the understanding of the present invention, and limit the present invention. is not. The present invention can be modified and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

For example, in the above embodiment, only one of the engine 10 and the driving motor 20 is used as a driving force source for outputting a torque difference ΔT between the required torque Treq and the current torque Tcur. The torque difference ΔT may be output using both the motor 10 and the driving motor 20 as a driving force source. As understood from FIG.
The energy efficiency Enef of the engine 10 increases as the torque increases. Accordingly, for example, in FIG. 9, the driving point of the engine 10 is changed to Pb without outputting the torque difference ΔT between the required torque Treq and the current torque Tcur with the driving motor 20 while the operating point of the engine 10 is maintained at Pa. After that, when the torque difference that is insufficient by the drive motor 20 is output, the energy efficiency of the entire vehicle may be the best.

When the required torque Treq takes a value B ′ indicated by a two-dot line in FIG. 12, the torque difference ΔT between the required torque Treq and the current torque Tcur exceeds the maximum torque Tmgmax of the driving motor 20. Also in such a case, a part of the torque difference ΔT can be output by the engine 10 and the remaining torque difference ΔT can be output by the drive motor 20. For example, in a vehicle running region in which the energy efficiency Mgef of the drive motor 20 is higher than the energy efficiency Enef of the engine 10, the engine 10 outputs the torque of A 'and the torque with the required torque Treq of B'. By setting the difference ΔT as the maximum torque Tmgmax of the drive motor 20 and causing the drive motor 20 to output the maximum torque Tmgmax, the energy efficiency of the entire vehicle can be improved.

In the above embodiment, the engine 10 is operated at the operating point on the optimum fuel efficiency curve L1, but may be operated on a fuel efficiency curve 90% of the optimum fuel efficiency curve. Even in such a case, considering the energy efficiency, the engine 1 can be used without considering the energy efficiency.
The energy efficiency may be higher than when the vehicle is driven at a driving point on the optimum fuel efficiency curve.

The parameters defining the energy efficiency Enef of the engine 10 and the energy efficiency Mgef of the drive motor 20 in the above embodiment are merely examples, and the energy efficiency Enef and Mgef are determined using the other parameters.
May be defined.

Although the above embodiment has been described using methanol as the fuel for the fuel cell 200, other predetermined raw materials containing hydrogen atoms such as alcohols, hydrocarbons, ethers and aldehydes can be used.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which a control device for a hybrid vehicle according to an embodiment can be applied.

FIG. 2 is a block diagram showing a schematic configuration of a changeover switch 240 in the vehicle shown in FIG.

FIG. 3 is a block diagram illustrating a control circuit configuration of the control device for the hybrid vehicle according to the embodiment.

FIG. 4 is a block diagram showing an input / output signal relationship of a control unit 60.

FIG. 5 is an explanatory diagram showing a map used to determine which of the engine 10 and the driving motor 20 is to be used as a driving force source during forward running of the vehicle based on the vehicle speed, output torque (accelerator opening), and shift position. It is.

FIG. 6 is an explanatory diagram showing a map used to determine which of the engine 10 and the driving motor 20 is to be used as a driving force source when the vehicle is moving backward based on the vehicle speed, output torque (accelerator opening), and shift position. It is.

FIG. 7 is an explanatory diagram showing the relationship between the engaged state of each of the clutches C1 and C2 and the brake B, and the shift state of the planetary gear device 30, and is divided according to driving force sources, shift positions, and the like.

FIG. 8 is an explanatory diagram showing an example of a shift lever position arrangement.

FIG. 9 is an explanatory diagram showing a map of a fuel efficiency priority area (optimal fuel efficiency curve L1) used for determining an operation point of the engine 10 in the embodiment.

FIG. 10 is a flowchart illustrating a processing routine of a driving force source control process executed in the hybrid vehicle control device according to the embodiment.

FIG. 11 is an explanatory diagram showing a map used for obtaining a required torque from an accelerator opening.

FIG. 12 is an explanatory diagram showing energy efficiency of the engine 10 and the driving motor 20 with respect to torque.

FIG. 13 is an explanatory diagram showing a map used for obtaining a throttle valve opening from a required torque.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Crankshaft 12 ... Accelerator pedal 13 ... Throttle valve 14 ... Auxiliary equipment 15 ... Timing belt 16 ... Multi-plate electromagnetic clutch 17 ... Auxiliary equipment drive motor 18 ... Damper 20 ... Driving motor 21 ... Rotor 22 ... Stator 23 Rotary shaft 30 Planetary gear 31 First planetary gear 32 Second planetary gear 40 Continuously variable automatic transmission (CVT) 41 Input pulley 42 Output pulley 43 Steel belt 50 ... Drive shaft 51 ... Differential gear 52 ... Axle 53 ... Wheels 60 ... Control unit 70 ... Engine speed sensor 71 ... Resolver 72 ... Vehicle speed sensor 73 ... Shift position sensor 74 ... Accelerator opening sensor 75 ... Throttle valve opening sensor 76 ... Methanol residual quantity sensor 77… SOC 110: Methanol tank 200: Fuel cell 210: Battery 220: Inverter 230: Inverter 240: Changeover switch 600: Hybrid ECU 610: Engine ECU 620: Transmission ECU C1: First clutch C2: Second clutch P1: Common pinion gear P2 Independent pinion gear R: ring gear S1: first sun gear S2: second sun gear

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 41/04 F02D 29/02 ZHVD F02D 29/02 ZHV H01M 8/00 Z H01M 8/00 ZHV ZHV B60K 9 / 00 EF term (reference) 3D041 AA26 AB01 AC01 AC19 AD00 AD02 AD04 AD10 AD14 AD31 AD41 AD51 AE00 AE04 AE07 AE09 AE31 AF01 3G093 AA06 AA07 BA19 CA05 DA01 DA05 DA06 DB00 DB05 DB11 DB15 DB19 EA05 FA03 EA09 FA04 FA11 FA12 FB01 FB02 5H115 PA12 PC06 PG04 PI16 PI18 PI21 PI29 PO17 PU10 PU25 PV09 RB08 RB21 SE03 SE05 SE06 SE08 TB01 UI13

Claims (15)

[Claims] A heat engine that generates a driving force by burning fuel and a motor that generates a driving force by consuming electric power from a spontaneous power source are provided as driving force sources, and the heat engine is used as the driving force source. A control device for a hybrid vehicle that drives the heat engine in an operation range in which fuel efficiency is optimal, wherein a request output calculation unit that calculates a required output required for the vehicle; A control unit for a hybrid vehicle, comprising: a driving force source control unit that selects a driving force source that can be well generated from one or a combination of the heat engine and the electric motor and outputs the required output. . 2. The control device for a hybrid vehicle according to claim 1, wherein the driving force source control means optimizes the fuel efficiency of the heat engine when the heat engine is selected as a driving force source. A control device for a hybrid vehicle, wherein the required output is output by operating in a driving range. 3. The control device for a hybrid vehicle according to claim 1, wherein said drive power source control means causes said motor to output said required output when said motor is selected as a drive power source. A control device for a hybrid vehicle. 4. The control device for a hybrid vehicle according to claim 1, wherein said driving force source control means controls said heat engine when said combination of said heat engine and said electric motor is selected as a driving force source. A control device for a hybrid vehicle, wherein the control device is operated in an operation range in which fuel efficiency is optimal and the required output is output by the heat engine and the electric motor. 5. The control apparatus for a hybrid vehicle according to claim 1, further comprising: a power for enabling said heat engine to operate in an arbitrary operation range depending on a vehicle speed of said vehicle. A control device for a hybrid vehicle, comprising a transmission unit. 6. A heat engine that generates a driving force by burning fuel and an electric motor that generates a driving force by consuming electric power from a spontaneous power source are used as the driving force source, and the heat engine is used as the driving force source. A control device for the hybrid vehicle that drives the heat engine in an operation range in which fuel efficiency is optimal, wherein a required torque calculating unit that calculates a required torque required for the vehicle; and an operation in which the fuel efficiency is optimized. A torque difference calculating means for calculating a torque difference between a current torque of the heat engine and the required torque in a region, and a driving force source capable of generating the calculated torque difference with the highest energy efficiency. A drive power source selecting unit that selects from one or a combination of both of the electric motors; and the heat engine is selected as a drive power source by the drive power source selection unit. And a driving force source control unit that outputs the torque difference by operating the heat engine in an operation range in which the fuel efficiency is optimal. 7. The control device for a hybrid vehicle according to claim 6, wherein said driving force source control means includes: when the electric motor is selected as a driving force source by the driving force source selection means.
A control device for a hybrid vehicle, wherein the torque difference is output by the electric motor. 8. The control device for a hybrid vehicle according to claim 6, wherein said driving force source control means selects a combination of said heat engine and said electric motor as said driving force source by said driving force source selection means. In this case, the heat engine is operated in an operation range where the fuel efficiency is optimal to generate a fuel efficiency priority torque smaller than the required torque, and the shortage torque difference between the required torque and the fuel efficiency priority torque is determined by the A control device for a hybrid vehicle, wherein the torque difference is output by outputting the torque by an electric motor. 9. The control device for a hybrid vehicle according to claim 8, wherein the fuel efficiency priority torque is a torque which is closest to the required torque and which can be output by the heat engine in an operating region where the fuel efficiency is optimal. A control device for a hybrid vehicle. 10. The hybrid vehicle control device according to claim 6, further comprising: changing a speed change ratio to reduce and transmit an engine rotational speed of said heat engine. A hybrid vehicle comprising: a transmission; and a transmission control unit that controls a transmission ratio of the transmission to match an engine rotation speed of the heat engine at the time of outputting the required torque or the fuel efficiency priority torque with a current vehicle speed of the vehicle. Control device. 11. A hybrid vehicle control device according to claim 6, wherein said spontaneous power source is a fuel cell that generates power by consuming fuel for a fuel cell. Vehicle control device. 12. The control device for a hybrid vehicle according to claim 11, wherein the energy efficiency is, for the heat engine, a fuel efficiency related to a heat amount capable of generating the fuel, and the generated heat amount is converted into a torque. The efficiency of the heat engine, and the drive efficiency associated with the operation of the heat engine, the motor, the fuel efficiency related to the amount of power that can be generated from the fuel for the fuel cell, when converting the power to torque A control device for a hybrid vehicle, comprising: a motor efficiency, which is an efficiency of the motor, and a driving efficiency accompanying the operation of the motor. 13. A method for controlling a hybrid vehicle comprising a heat engine that generates driving power by consuming combustion fuel and an electric motor that generates driving power by consuming electric power from a fuel cell as a driving power source. Calculating a required torque required for the vehicle, and when the heat engine is operating, the heat engine is optimally optimized so that the fuel consumption of the heat engine represented by a characteristic line of the engine speed and the output torque of the heat engine is optimized. Operating the heat engine on a fuel economy curve, obtaining a torque difference between the current torque of the heat engine and the required torque at a first operating point on the optimal fuel economy curve, and calculating the calculated torque difference as the highest energy When a driving force source that can be generated with efficiency is selected from one or a combination of the heat engine and the electric motor, and the heat engine is selected as the driving force source, Control method for a hybrid vehicle to output the torque difference by operating the heat engine at the second operating point on the optimal fuel consumption curve corresponding to the required torque. 14. The method of controlling a hybrid vehicle according to claim 13, wherein when the motor is selected as a driving force source, the torque difference is output by the motor. . 15. The hybrid vehicle control method according to claim 13, wherein when a combination of the heat engine and the electric motor is selected as a driving force source, the combination corresponds to a fuel consumption priority torque smaller than the required torque. By operating the heat engine at a third operating point on the optimal fuel economy curve to output the fuel economy priority torque, and by causing the electric motor to output the insufficient torque difference between the required torque and the fuel economy priority torque. A method for controlling a hybrid vehicle, comprising: outputting the torque difference.