JP2009191758A - Hybrid control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid control device capable of surely removing fuel vapor without deteriorating drivability even during such a state that engine output is not used for driving wheels or during start of an engine. <P>SOLUTION: This hybrid control device 7 controlling an engine control device 6 and controlling a motor generator MG based on motor torque and output of the engine 11 calculated according to an operation state, is provided with a purge control part outputting idling command to the engine control device 6 to purge fuel vapor when fuel vapor generation quantity in a fuel tank 15 detected by a fuel vapor quantity detection part exceeds a prescribed quantity during travel by the motor generator MG alone. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid control device that controls an engine control device and a motor generator based on an engine output and a motor torque calculated according to an operating state.

  In recent years, there has been known a hybrid vehicle that includes an engine that is driven by fuel combustion and a motor that is driven by electric power from a battery, and drives the wheels by using the engine and the motor together.

  The hybrid vehicle includes an engine control device and an MG control device. The engine control device controls the intake air amount and the fuel injection amount of the engine, and the MG control device controls the motor torque.

  Further, the hybrid vehicle is provided with a hybrid control device, and the hybrid control device calculates a drive torque based on an accelerator pedal opening, a brake pedal opening, vehicle speed information, and the like, and calculates the calculated drive torque. To achieve this, the engine control device is controlled to output the necessary power to the engine, and the MG control device is controlled to drive the motor with the required drive torque.

  Depending on the calculated drive torque, the hybrid controller may not require power from the engine. In such a case, the hybrid controller outputs a command to the engine controller to stop the engine, and conversely from the engine. When power is required, a command is output to the engine control device to start the engine. In other words, the hybrid control device determines whether to start and stop the engine so that unnecessary idling by the engine is not performed.

  By the way, in the fuel tank storing the fuel of the engine, due to the high temperature fuel etc. sent from the fuel tank to the fuel injection valve but sent back to the fuel tank without being injected into the internal combustion part, It is known that fuel vapor (fuel vapor) is generated.

  When fuel vapor is generated, the pressure in the fuel tank rises, so it is necessary to discharge the accumulated fuel vapor to the outside. It goes against pollution.

  Therefore, the vehicle is provided with a canister for collecting the fuel vapor, the fuel vapor is collected in the canister, the fuel vapor is sent to the intake pipe of the engine when the engine is driven, and the fuel vapor is burned, A so-called purge for removing the fuel vapor from the fuel tank without discharging the vapor to the outside is performed in the vehicle.

  However, in the hybrid vehicle, when the drive request torque is low, the engine runs only with the motor generator without starting the engine, so that the opportunity to drive the engine with a light load is reduced. In other words, there are fewer opportunities to operate the engine in a state where the negative pressure of the intake pipe pressure that can earn the purge amount is large. Therefore, the hybrid vehicle has a problem that purging is difficult to execute compared to a vehicle driven only by a conventional engine.

  In order to solve such a problem, Patent Document 1 discloses an engine for a vehicle in which an engine that burns fuel sucked from an intake pipe and a prime mover other than the engine are mounted, and wheels are driven by both or only the prime mover. A fuel vapor supply means for guiding fuel vapor generated in a fuel tank that accumulates fuel to an intake pipe; fuel vapor amount detection means for detecting the amount of fuel vapor generated in the fuel tank; and fuel vapor There is disclosed a vehicle control device including negative pressure increasing means for increasing the negative pressure of the intake pipe in accordance with the amount of fuel vapor detected by the quantity detecting means.

  In the vehicle control apparatus described above, when the amount of fuel vapor generated increases, the negative pressure increasing means increases the negative pressure in the intake pipe to increase the amount of fuel vapor guided to the intake pipe. The removal capability of the fuel vapor is increased, so that the fuel vapor can be reliably removed.

  Patent Document 2 discloses a purge control means for controlling the opening degree of a purge valve provided between the fuel tank and the intake passage, and a throttle control means for controlling the opening degree of a throttle valve provided in the intake passage. And a vehicle control device that executes combustion control of the engine and purges the fuel vapor by opening the purge valve when the opening of the throttle valve decreases beyond a predetermined opening as the engine load decreases. It is disclosed.

In the above-described vehicle control device, when the throttle valve opening is small, that is, when the negative pressure in the intake pipe is large, the purge valve is opened, and the amount of fuel vapor guided from the fuel tank to the intake passage By increasing the number of fuel vapors, it is possible to surely remove the fuel vapor.
JP-A-9-184436 Japanese Patent Laid-Open No. 2001-98994

  However, in order to execute the purge, it is necessary for the engine to be driven. In the hybrid vehicle, as described above, the hybrid control device starts the engine so that the engine is not idle idle. In addition, since the stop determination is performed, the engine is often stopped and there is less opportunity to perform the purge as compared with a vehicle driven only by a conventional engine. Therefore, even if the fuel vapor is excessively generated, the purge cannot be executed while the engine is stopped.

  In the vehicle control device of Patent Literature 1 or Patent Literature 2, purging cannot be performed while the hybrid control device is controlled to stop the engine.

  Further, in the vehicle control device disclosed in Patent Document 2, the situation in which the opening degree of the throttle valve decreases beyond a predetermined opening degree during the operation of the engine does not always occur, and there is a possibility that fuel vapor removal may not be executed reliably. is there.

  Further, when the vehicle control device is configured to determine the amount of fuel vapor in the fuel tank based on the value of the air-fuel ratio sensor provided in the exhaust pipe of the engine, the learning value of the air-fuel ratio is obtained when the engine is started. Until it converges, knocking may occur due to a large change in the mixing ratio of fuel and air due to the flow of fuel vapor into the intake pipe caused by purging. End up.

  In view of the above-described conventional problems, an object of the present invention is to ensure that fuel vapor is not deteriorated without deteriorating drivability even when the engine output is not used for driving wheels or during the engine start period. It is in the point which provides the hybrid control apparatus which can remove.

  In order to achieve the above-mentioned object, the first characteristic configuration of the hybrid control device according to the present invention controls the engine control device and the MG control device based on the engine output and the motor torque calculated according to the operating state. When the amount of fuel vapor generated in the fuel tank detected by the fuel vapor amount detection unit exceeds a predetermined amount when the motor generator is traveling alone, an idling command is output to the engine control device. A purge control unit for purging the fuel vapor is provided.

  According to the above configuration, only the drive motor is used to drive the wheels, and the amount of fuel vapor generated in the fuel tank even while the engine is controlled to stop by the hybrid controller. When the amount exceeds the predetermined amount, the purge control unit outputs an idling command to the engine control device to execute the purge.

  In addition, since the purge control unit outputs an idling command to the engine control device during the engine start period, the engine control device performs purge while the wheels are properly driven by the motor generator during the start period. Etc. are not generated.

  As described above, according to the present invention, fuel vapor can be reliably removed without deteriorating drivability even when the engine output is not used for driving the wheel or during the engine start period. It is now possible to provide a hybrid control device that can be used.

  Hereinafter, a hybrid control apparatus according to the present invention will be described. As shown in FIG. 1, the hybrid vehicle 1 includes a plurality of engines 11, a battery 12, an inverter 13, drive wheels 14, a fuel tank 15, a canister 16, a continuously variable transmission mechanism 2, and a hybrid control device 7 according to the present invention. The electronic control device 3 is provided.

  The engine 11 generates driving force by burning fuel such as gasoline. The fuel tank 15 stores fuel supplied to the engine 11. The canister 16 temporarily adsorbs the fuel vapor in the fuel tank 15. Details of the engine 11, the canister 16, and the fuel tank 15 will be described later.

  The battery 12 is composed of an assembled battery such as a lithium ion battery or a nickel metal hydride battery in which a plurality of modules in which a plurality of battery cells are integrated are connected in series.

  The inverter 13 converts the DC power input from the battery 12 into AC power and outputs the AC power to the drive motor MG2, and also converts the AC power input from the generator MG1 and the drive motor MG2 into DC power to the battery 12. Output.

  The continuously variable transmission mechanism 2 transmits the output torque input from the crankshaft of the engine 11 to the propeller shaft 22 and the generator MG1 via the power split mechanism 21 that is a planetary gear mechanism. Further, the continuously variable transmission mechanism 2 is provided with a driving motor MG2 for driving assistance that drives the propeller shaft 22 via a gear mechanism 23 such as a reduction gear, and the propeller shaft 22 is driven through a differential gear mechanism 24. 14.

  Although the generator MG1 and the drive motor MG2 can function as both a generator and an electric motor, the generator MG1 mainly operates as a generator, and the drive motor MG2 mainly operates as an electric motor.

  The generator MG1 is driven to rotate by the output torque from the engine 11 transmitted through the power split mechanism 21 to generate power. The power generated by the generator MG1 is supplied to the battery 12 and the drive motor MG2 via the inverter 13, and is used as charge power for the battery 20 and / or drive power for the drive motor MG2.

  Drive motor MG2 is rotationally driven by AC power input from inverter 13. The driving force generated by the rotational drive of the drive motor MG2 is transmitted to the drive wheels 14 via the gear mechanism 23, the propeller shaft 22, and the differential gear mechanism 24. Further, when the hybrid vehicle 1 is decelerated, the electric power generated by the rotational drive of the drive motor MG2 is supplied to the battery 12 via the inverter 13, and the battery 12 is charged.

  The power split mechanism 21 is constituted by a planetary gear mechanism as shown in FIG. 2, and includes a sun gear 211, a ring gear 212 having a rotational axis coaxial with the sun gear 211, and a plurality of pinion gears 213. FIG. 2 is a cross-sectional view of the power split mechanism 21 shown in FIG.

  As shown in FIG. 1, the sun gear 211 is connected to the rotating shaft of the generator MG1 via the first rotating shaft 214, and the ring gear 212 is driven via the second rotating shaft 215 and the gear mechanism 23. It is connected to the rotating shaft of the motor MG2.

  The plurality of pinion gears 213 are disposed between the sun gear 211 and the ring gear 212, and each pinion gear 213 revolves while rotating on the outer periphery of the sun gear 211. The revolution force of each pinion gear 213 is given as the rotational force of the planetary carrier 217 by the third rotation shaft 216. The third rotating shaft 216 is connected to the engine 11.

  As the planetary carrier 217 rotates, the sun gear 211 and the ring gear 212 rotate, so that the driving force supplied from the engine 11 via the third rotating shaft 216 is transmitted to the ring gear 212 and the sun gear 211 via the pinion gear 213. Is done. That is, the output torque from the engine 11 is divided into the rotational torque of the propeller shaft 22 and the rotational torque of the generator MG1.

  Hereinafter, the operation of the continuously variable transmission mechanism 2 will be described in detail. In the planetary gear mechanism, when the rotation speed is determined for any two of the sun gear 211, the ring gear 212, and the planetary carrier 217, the remaining rotation speed is determined.

  When the hybrid vehicle 1 travels, torque corresponding to the power required by the propeller shaft 22 is output from the engine 11, and the output torque is transmitted to the propeller shaft 22 and the first rotating shaft 214 via the power split mechanism 21. The

  That is, the output torque of the engine 11 is used for power generation of the vehicle drive torque (propeller shaft torque) and the generator MG1 via the power split mechanism 21. At this time, the torque output from the engine 11 to the propeller shaft 22 and the driving force torque requested by the user are compared, and the insufficient torque for the propeller shaft 22 of the engine 11 is compensated by the drive motor MG2.

  Therefore, when the amount of power used by the drive motor MG2 is larger than the amount of power generated by the generator MG1, the insufficient power amount is compensated by the battery 12, and the amount of power used by the drive motor MG2 is less than the amount of power generated by the generator MG1. When the amount is small, the battery 12 is charged with excess electric energy.

  Further, when the remaining capacity of the battery 12 is sufficient, the engine 11 is not started, and the drive torque can be generated only by the drive motor MG2 using the power of the battery 12.

  Based on the above operating principle, the hybrid vehicle 1 travels by the driving force of the engine 11 or the driving motor MG2 or by the combined use of the driving force of the engine 11 and the driving motor MG2. The hybrid vehicle 1 can drive the engine 11 at an operating point with high driving efficiency according to the torque to be output from the propeller shaft 22 by running using both the engine 11 and the drive motor MG2 as drive sources. Therefore, the hybrid vehicle 1 can have low fuel consumption compared to a conventional vehicle using only the engine 11 as a drive source.

  Hereinafter, the operation of the continuously variable transmission mechanism 2 will be described in more detail using a nomographic chart as shown in FIG.

  When the hybrid vehicle 1 is stopped, the engine 11, the generator MG1, and the propeller shaft 22 are all stopped. Therefore, the operating points of the engine 11, the generator MG1, and the propeller shaft rotational speed in the nomograph are It is represented by a straight line as indicated by “L1”.

  When the engine 11 is started while the vehicle is stopped, the generator MG1 generates electric power using the driving force transmitted from the engine 11. At this time, the drive motor MG2 outputs a torque in a direction opposite to the torque output from the engine 11 to the propeller shaft 22, thereby holding the vehicle in a stopped state. Therefore, the operating points of the engine 11, the generator MG1, and the propeller shaft rotation speed in the nomograph are represented by straight lines as indicated by “L2”.

  During low-speed steady traveling, the hybrid vehicle 1 travels with the driving force output from the engine 11 and the driving motor MG2, so that the rotational speed of the ring gear 212 increases. On the other hand, since the power of the vehicle is small at low speed, the operating point of the engine speed is also low. Therefore, the operating points of the engine 11, the generator MG1, and the propeller shaft rotation speed in the alignment chart are represented by a straight line as indicated by “L3”.

  When accelerating from low-speed steady running, acceleration is performed by increasing the number of revolutions of the engine 11 and causing the generator MG1 to generate electric power to apply the driving force of the driving motor MG2. Therefore, the operating points of the engine 11, the generator MG1, and the propeller shaft rotational speed in the nomograph are represented by a straight line indicated by “L4”.

  Below, the engine 11, the canister 16, and the fuel tank 15 in this embodiment are explained in full detail based on FIG.

  The engine 11 includes an internal combustion unit 110, an intake pipe 111 serving as a passage for air and fuel sucked into the internal combustion unit 110, a throttle valve 112 that controls the amount of air sucked, and an intake port 110A of the internal combustion unit 110. Fuel injection 113 as a fuel injection valve for injecting fuel stored in the tank 15, an exhaust passage 114 for exhausting the gas burned in the internal combustion unit 110, a catalyst 115 for purifying the exhausted gas, a catalyst An A / F sensor 116 serving as an air-fuel ratio detection unit serving as an oxygen concentration sensor installed on the upstream side of 115 is provided.

  The throttle valve 112 is provided with a throttle opening detecting means 117 for detecting a throttle opening comprising a linear throttle position sensor, for example. Although not shown in FIG. 4, the engine 11 includes an air filter that purifies the intake air, an air flow meter that detects the intake amount of the intake air, and an intake air that detects the pressure of the intake pipe 111. A tube pressure sensor.

  In other words, the engine 11 is throttled so as to satisfy the engine required power required from the hybrid control device 7 by the engine control device 6 to be described later among the plurality of electronic control devices 3 and to achieve the engine speed at which the optimum fuel consumption is achieved. Control the opening. Further, the engine control device 6 adjusts the amount of fuel injected from the fuel injection 113 so that the air-fuel ratio calculated based on the oxygen concentration detected by the A / F sensor 116 becomes the target air-fuel ratio. By performing the control, the internal combustion unit 110 is configured to be appropriately driven.

  The canister 16 is filled with an adsorbent such as activated carbon to temporarily adsorb the fuel vapor in the fuel tank 15 sucked through the vapor passage 161. The purge passage 162 that communicates the canister 16 and the intake pipe 111 is provided with a purge vacuum switching valve (hereinafter referred to as purge VSV) 163 that controls opening and closing of the purge passage 162 during a predetermined operation.

  That is, the fuel vapor in the fuel tank 15 is adsorbed and collected by the adsorbent provided in the canister 16, and the purge VSV 163 is switched and controlled by the engine controller 6, so that the adsorbed and collected fuel is taken into the intake air. It is configured to be sucked into the pipe 111 and combusted in the internal combustion unit 110, that is, purged.

  The electronic control unit 3 includes a battery control unit 5 that monitors the state of charge of the battery 12, an engine control unit 6 that controls the intake air amount and the fuel injection amount of the engine 11, the engine control unit 6, and the generator MG1. And a hybrid control device 7 that controls the drive motor MG2 (hereinafter referred to as a motor generator MG), a brake control device 8 that controls the brake, an MG control device 9 that controls the motor generator MG, and the like. Yes.

  Each electronic control unit 3 is provided with a microcomputer including a CPU, a ROM and / or EEPROM storing a control program executed by the CPU, a RAM used as a working area, an input / output circuit, and the like. The function of each functional block (for example, fuel vapor amount detection unit) of each electronic control device 3 described below is realized by the CPU executing a control program. Each electronic control unit 3 is connected to be communicable with each other.

  The battery control device 5 is input with measured values from a voltage measuring unit 121 that measures the output voltage of the battery 12, a current measuring unit 122 that measures the output current, and a temperature measuring unit 123 that measures the temperature. The battery control device 5 calculates a remaining battery capacity (hereinafter referred to as “SOC (State of Charge)”) based on these measured values.

  The MG control device 9 drives and controls the motor generator MG so as to satisfy the required torque of the motor generator MG input from the hybrid control device 7, and when there is an output request from the hybrid control device 7 to the motor generator MG, The motor generator MG is driven and controlled to ensure a power generation amount that satisfies the output request.

  The engine control device 6 includes a fuel vapor amount detection unit. The fuel vapor amount detection unit reads the value of the pressure sensor 151 that detects the internal pressure of the fuel tank 15 provided in the fuel tank 15, and derives the fuel vapor amount in the fuel tank 15 based on the read value. For example, map data composed of the fuel vapor amount corresponding to the reading value of the pressure sensor 151 is stored in advance in the ROM of the engine control device 6, and the fuel vapor amount detection unit is a pressure sensor input to the engine control device 6. By searching the map data with a value of 151, the fuel vapor amount is derived. Note that as the internal pressure of the fuel tank 15 increases, more fuel vapor exists in the fuel tank 15.

  The hybrid control device 7 controls the engine control device 6 and the MG control device 9 based on the engine output and the motor torque calculated according to the operating state.

  This will be described in detail below. The hybrid control device 7 is a hybrid of the accelerator opening obtained from the accelerator position sensor, the shift position obtained from the shift position sensor, the vehicle speed information obtained from the vehicle speed sensor, the brake operation information obtained from the brake control device 8, and the like. The engine output and the motor torque are calculated based on the driving state of the vehicle 1, and the engine control device 6 and the MG control device 9 are requested for the power required to realize the calculated engine output and motor torque.

  The hybrid control device 7 supplies electric power from the battery 12 to the motor generator MG during power running of the hybrid vehicle 1, and charges the battery 12 with electric power generated by the motor generator MG during regenerative braking of the hybrid vehicle 1. Controls the motor generator MG.

  The hybrid control device 7 is based on the SOC of the battery 12 input from the battery control device 5 and map information indicating the distribution of the engine output and motor torque with respect to the operating state of the hybrid vehicle 1 stored in the ROM of the hybrid control device 7. The arithmetic processing is executed, and the MG control device 9 is controlled so that the battery 12 is charged and discharged so that the SOC is within the target range within the range of the allowable charging power Win and the allowable discharging power Wout. .

  The hybrid control device 7 instructs the engine control device 6 to start and stop the engine 11. For example, the hybrid control device 7 does not start the engine 11 but starts the hybrid vehicle 1 with the driving force of the motor generator MG when the hybrid vehicle 1 starts, runs at an extremely low speed, or goes down a gentle slope. The engine control device 6 and the MG control device 9 are controlled so as to run 1. Then, when an operating state that requires a driving force of a predetermined value or more is reached, the engine control device 6 is commanded to start the engine 11.

  The hybrid control device 7 outputs an idling command to the engine control device 6 when the amount of fuel vapor generated in the fuel tank 15 detected by the fuel vapor amount detection unit exceeds a predetermined amount during single traveling by the motor generator MG. And a purge control unit for purging the fuel vapor.

  This will be described in detail below. The purge control unit refers to the fuel vapor amount input from the fuel vapor amount detection unit 61 of the engine control device 6 and compares it with a predetermined threshold value stored in advance in the ROM of the hybrid control device 7. As a result, when the input fuel vapor amount is larger than the predetermined threshold value, an idling command is issued to the engine control device 6. Note that the predetermined threshold value is set to such a value that it is necessary to discharge the fuel vapor accumulated in the fuel tank 15 to the outside.

  Receiving the idling command, the engine control device 6 controls the drive of the engine 11 to execute purge. At this time, the power output from the engine 11 is not used for driving the driving wheels 14, and is controlled by the hybrid control device 7 so that the driving power of the motor generator MG is exclusively used for driving the driving wheels 14. . That is, the engine 11 is driven only for purging.

  The purge control unit issues an idling command stop command to the engine control device 6 when the input fuel vapor amount becomes smaller than the second threshold value set smaller than the predetermined threshold value. This is because the amount of fuel vapor has become smaller, and therefore it is not necessary to execute purge for the time being. The engine control device 6 that has received the idling command stop command stops the purge and controls the engine 11 to stop.

  When the hybrid control device 7 controls the engine control device 6 to drive the engine 11 at the timing of outputting the idling command stop command (for example, idling request due to engine warm-up), the purge control unit performs idling. Although a command stop command is issued, for example, an idling request due to engine warm-up remains commanded, so the engine 11 is configured to continue idling.

  The processing by the purge control unit as described above is mainly performed when the driving wheel 14 is driven only by the driving force of the motor generator MG. This is because when the driving wheels 14 are driven by the driving force of the engine 11, fuel is burned, so that there is little possibility that fuel vapor is accumulated in the fuel tank 15 in a predetermined amount or more. Further, even when the engine 11 is driven, when the power requested by the user can be driven only by the output of the battery 12, the vehicle is driven only by the drive motor MG2, and the engine 11 You may switch to the control which earns purge amount by making it an idling state.

  Further, the hybrid control device 7 is configured to stop the idling command and switch to engine output control when it becomes difficult for the motor generator MG to run independently while the idling command is output by the purge control unit. .

  This will be described in detail below. As described above, the hybrid vehicle 1 travels only with the driving force of the motor generator MG while the idling command is output by the purge control unit. Since motor generator MG is rotationally driven by the electric power from battery 12, if traveling in such a state continues, the SOC of battery 12 decreases and it becomes difficult for motor generator MG to travel alone.

  However, during the output of the idling command by the purge control unit, the engine 11 is driven only for purging, so the output of the engine 11 is not supplied to the motor generator MG and the battery 12 is not charged.

  Therefore, the hybrid control device 7 executes the following process. That is, the purge control unit refers to the SOC input from the battery control device 5 to the hybrid control device 7 and compares it with a predetermined threshold value stored in advance in the ROM of the hybrid control device 7. As a result, if the input SOC is smaller than a predetermined threshold value, it is assumed that if the hybrid vehicle 1 continues to run with only the driving force of the drive motor MG2, the battery may run out. Output a stop command. Further, the hybrid control device 7 controls the MG control device 9 and the engine control device 6 so as to switch the source of the driving force for driving the drive wheels 14 from the drive motor MG2 to the engine 11.

  Hereinafter, control executed by the purge control unit when the hybrid vehicle 1 is traveling only by the driving force of the motor generator MG will be described based on the flowchart shown in FIG.

  The fuel vapor amount detection unit of the engine control device 6 reads the value of the pressure sensor 151 that detects the internal pressure of the fuel tank 15, and derives the fuel vapor amount based on the read value of the pressure sensor 151 (SA1).

  The derived fuel vapor amount is output from the engine control device 6 to the hybrid control device 7, and the purge control unit of the hybrid control device 7 determines whether or not the input fuel vapor amount is greater than a predetermined threshold value set in advance. (SA2).

  The purge control unit outputs an idling command to the engine control device 6 when the fuel vapor amount is larger than a predetermined threshold (SA3). That is, the engine 11 is driven only for purging by being controlled by the engine control device 6 that has received the idling command.

  On the other hand, the purge control unit does not output an idling command to the engine control device 6 when the fuel vapor amount is equal to or less than a predetermined threshold value. That is, since the engine control device 6 continues the control to maintain the stopped state with respect to the engine 11 (SA4), the state where the driving force of the driving motor MG2 is exclusively used for driving the driving wheels 14 is continued. become.

  Hereinafter, another embodiment will be described. In the above-described embodiment, the purge control unit of the hybrid control device 7 determines that the amount of fuel vapor generated in the fuel tank 15 detected by the fuel vapor amount detection unit exceeds a predetermined amount during single traveling by the motor generator MG. In the above description, the idling command is output to the engine control device 6 to purge the fuel vapor.

  However, if the amount of fuel vapor generated in the fuel tank 15 detected by the fuel vapor amount detection unit exceeds a predetermined amount during traveling using the motor generator MG and the engine 11 together, the purge control unit 6 Alternatively, the fuel vapor may be purged by outputting an idling command.

  This will be described in detail below. When the amount of fuel vapor generated in the fuel tank 15 is greater than a predetermined threshold during traveling using the motor generator MG and the engine 11 together, the purge control unit uses the SOC input from the battery control device 5 to control the motor generator MG. It is determined whether or not the hybrid vehicle 1 can travel only with the driving force.

  When the purge control unit determines that the hybrid vehicle 1 can travel, the engine control device outputs an idling command to the engine control device 6 so that the engine 11 is driven only for purge execution. 6 controls the engine 11. Further, the hybrid control unit 7 controls the MG control device 9 to increase the driving force of the motor generator MG so that the driving force that has been supplied to the driving wheels 14 by the engine 11 until now is supplied from the motor generator MG. Control to be executed.

  By causing the purge control unit to execute the control as described above, the fuel vapor is more reliably removed by using the function of the purge control unit of the hybrid control device 7 according to the present invention not only when the motor generator MG is traveling alone. be able to.

  Hereinafter, control executed by the purge control unit when the hybrid vehicle 1 travels using both the motor generator MG and the engine 11 will be described based on the flowchart shown in FIG.

  The fuel vapor amount detection unit of the engine control device 6 reads the value of the pressure sensor 151 that detects the internal pressure of the fuel tank 15, and derives the fuel vapor amount based on the read value of the pressure sensor 151 (SB1).

  The processing when the hybrid vehicle 1 is stopped, that is, when the vehicle is traveling only with the driving force of the motor generator MG (SB2) is the same as the processing of steps SA2 to SA4 in FIG. SB5).

  When the engine 11 of the hybrid vehicle 1 is being driven, that is, when the motor generator MG and the engine 11 are running in combination (SB2), the following steps SB6 to SB9 are performed.

  That is, the purge control unit of the hybrid control device 7 has the fuel vapor amount input from the engine control device 6 larger than a predetermined threshold value set in advance (SB6), and does not require the driving force from the engine 11. When the vehicle can travel only with the driving force of motor generator MG (SB7), an idling command is output to engine control device 6 (SB8).

  On the other hand, the purge control unit needs a driving force from the engine 11 when the fuel vapor amount input from the engine control device 6 is equal to or smaller than a predetermined threshold value (SB6) or larger than the predetermined threshold value. In the case (SB7), the hybrid control device 7 performs normal control without outputting an idling command to the engine control device 6 (SB9).

  Here, the normal control means that the engine output and the motor torque are calculated based on the driving state of the hybrid vehicle 1, and the power required to realize the engine output and the motor torque is calculated by the engine control device 6 and the MG control device 9. This is the control that is required.

  Further, when traveling using the motor generator MG and the engine 11 together, the purge control unit may be configured to output an idling command during the engine start period.

  Here, the engine start period is a period from the moment when the engine is started until the air-fuel ratio calculated based on the oxygen concentration detected by the A / F sensor 116 converges to the stoichiometric air-fuel ratio.

  When the engine 11 is started and the hybrid controller 7 is supplied with power, the purge controller outputs an idling command to the engine controller 6. Thereafter, the purge control unit receives the air-fuel ratio calculated by the engine control device 6 every predetermined time from the engine control device 6, and the difference between the latest received air-fuel ratio and the previously received air-fuel ratio is preset. When the air-fuel ratio is less than the predetermined value, it is determined that the air-fuel ratio has converged to the stoichiometric air-fuel ratio, and an idling command stop command is issued to the engine control device 6.

  According to the above-described configuration, the purge control unit issues an idling command until the learning value of the air-fuel ratio during the engine start period converges. Driving is performed by the generator MG. Therefore, even if the fuel / air mixture ratio fluctuates due to the fuel vapor flowing into the intake pipe 111 as the purge is performed, the vehicle will not stop due to knocking or the like, and the deterioration of drivability is avoided. be able to.

  Further, when traveling using the motor generator MG and the engine 11 together or when traveling alone by the motor generator MG, the purge control unit outputs an idling command, and the required torque cannot be maintained. The structure provided with the alerting | reporting part which alert | reports that may be sufficient.

  This will be described in detail below. The notification unit is composed of a liquid crystal panel or the like of a navigation device mounted on the hybrid vehicle 1, and displays as a text or image message that the required torque cannot be maintained. Moreover, the notification unit is configured by a car audio and a speaker mounted on the hybrid vehicle 1, and outputs a voice message from the speaker that the required torque cannot be maintained.

  When the purge control unit is executed, the engine 11 that has been supplying driving force to the drive wheels 14 executes the purge, so that the hybrid vehicle 1 suddenly decelerates and the driver of the hybrid vehicle 1 is suspicious. Although there is a possibility of causing it, it is possible to prevent the driver from being suspicious by providing the notification unit as described above.

  Moreover, the structure provided with the alerting | reporting part which alert | reports that when the engine 11 cannot be stopped by the idling command by a purge control part may be sufficient.

  By adopting the above configuration, it is possible to prevent the driver who is expecting the engine 11 to stop in a state where the vehicle is stopped from causing suspicion.

  In addition, a configuration may be provided that includes a notifying unit for notifying that when there is no request for starting the engine 11 from other than the purge control unit when the idling command is output by the purge control unit.

  Here, the start request of the engine 11 from other than the purge control unit is, for example, an idling request due to engine warming performed by the engine control device 6.

  With the above-described configuration, the driver can recognize that the engine 11 is currently in a driving state because purge is performed by the purge control unit. Therefore, even if the engine 11 is driven while the vehicle is temporarily stopped, it is possible to prevent the driver from being suspicious.

  In the above-described embodiment, the configuration for deriving the fuel vapor amount in the fuel tank 15 based on the detection value of the pressure sensor 151 has been described, but the method for deriving the fuel vapor amount is not limited thereto.

  For example, the fuel vapor amount in the fuel tank 15 may be derived by detecting the weight of the canister 16. More specifically, as shown by a broken line in FIG. 4, a weight sensor 164 for measuring the weight of the load cell or the like is provided below the canister 16, and the engine control device 6 receives the input signal from the weight sensor 164. The configuration may be such that the amount of fuel vapor in the fuel tank 15 is derived based on the value.

  Alternatively, the fuel vapor amount in the fuel tank 15 may be derived based on the value of the A / F sensor 116. More specifically, if the input A / F sensor 116 value is large, the engine control device 6 determines that the fuel vapor amount is relatively small because the oxygen concentration is large, and the A / F sensor 116 value is small. In other words, it may be configured to determine that the amount of fuel vapor is large.

  Note that the above-described embodiment is merely an example of the present invention, and it is needless to say that the specific configuration of each block can be changed and designed as appropriate within the scope of the effects of the present invention.

Functional block diagram of hybrid vehicle Cross section of power split mechanism An alignment chart for explaining the operation of the continuously variable transmission mechanism Illustration of engine, canister, and fuel tank Flowchart for illustrating control executed by the purge control unit when the hybrid vehicle is traveling only by the driving force of the motor generator. Flowchart for describing control executed by the purge control unit when the hybrid vehicle is traveling using both the motor generator and the engine.

Explanation of symbols

6: Engine control device 7: Hybrid control device 11: Engine 15: Fuel tank MG: Motor generator

Claims (6)

A hybrid control device that controls an engine control device and a motor generator based on an engine output and a motor torque calculated according to an operating state,
A purge that purges the fuel vapor by outputting an idling command to the engine control device when the amount of fuel vapor generated in the fuel tank detected by the fuel vapor amount detection unit exceeds a predetermined amount during single traveling by the motor generator A hybrid control device including a control unit.   2. The hybrid control device according to claim 1, wherein when the idling command is output by the purge control unit and the single running by the motor generator becomes difficult, the idling command is stopped and the hybrid control device is switched to engine output control. A hybrid control device that controls an engine control device and a motor generator based on an engine output and a motor torque calculated according to an operating state,
If the amount of fuel vapor generated in the fuel tank detected by the fuel vapor amount detection unit exceeds a predetermined amount during traveling using the motor generator and the engine together, an idling command is output to the engine control device and the fuel vapor is discharged. A hybrid control device including a purge control unit for purging.   The hybrid control device according to claim 3, wherein the purge control unit outputs an idling command during an engine start period.   The hybrid control device according to claim 1, 3 or 4, further comprising a notifying unit that notifies that when the idling command is output by the purge control unit and the required torque cannot be maintained.   The system according to claim 1, further comprising an informing unit for informing that when the idling command is output by the purge control unit and there is no engine start request from other than the purge control unit. Or the hybrid control apparatus of 5.

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