JP2011031855A - Controller for hybrid car - Google Patents

Abstract

A control technology for a hybrid vehicle capable of suppressing fuel consumption as a whole prime mover is provided.
An ECU 100 that is an electronic control unit for a hybrid vehicle 1 is an engine that is a fuel consumption amount per unit time required to transmit a required power [kW] to a drive wheel 66 when the engine is running. Estimated travel fuel consumption [g / s] and EV travel required power [kW], which is power required to transmit the required power [kW] to the drive wheels 66 when EV travel is performed. The fuel consumption amount [g / s] required for EV traveling, which is the fuel consumption amount per unit time required for generation, is estimated. When the ECU 100 performs EV travel, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, the fuel consumption required for EV travel is less than the fuel consumption required for engine travel. Limit the driving force.
[Selection] Figure 1

Description

  The present invention relates to a control technique for a hybrid vehicle including an internal combustion engine and a motor as a prime mover.

  A so-called hybrid vehicle including an internal combustion engine and an electric motor as a prime mover includes, for example, a manual transmission as a transmission that shifts mechanical power output from the internal combustion engine, and a rotor of the electric motor. However, an output shaft of the manual transmission, that is, one that is engaged with a drive wheel is known (see, for example, Patent Document 1).

  In such a hybrid vehicle, only the mechanical power (hereinafter referred to as motor output) output from the electric motor is transmitted to the drive wheels by stopping the operation of the internal combustion engine and powering the electric motor. Thus, it is known to perform vehicle travel (hereinafter referred to as EV travel) that generates a driving force [N] on the ground contact surface of the drive wheel. In addition, there is a technique in which at least a part of mechanical power output from the internal combustion engine (hereinafter referred to as engine output) is received by a motor generator, converted into electric power by the motor generator, and recovered into a secondary battery. Are known.

  In Patent Document 1 below, in a hybrid vehicle equipped with a manual transmission, an operation position (hereinafter referred to as an EV travel position) for performing EV travel in a travel range selected by a driver operating a select lever. What is provided is disclosed.

  Further, in Patent Document 2 below, in a hybrid vehicle equipped with an automatic transmission, “generated power” generated by a motor generator by receiving mechanical power and “motor output” output from the motor generator are described. , Respectively, the engine output of the same power [kW] is converted into the fuel consumption [g / s] when the internal combustion engine is output, and the total amount consumed per hour for the internal combustion engine and the motor generator, that is, the prime mover as a whole. A technique for cooperatively controlling the prime mover has been proposed so that the fuel consumption [g / s] is minimized.

JP 2005-28968 A JP 2007-269256 A

  By the way, in the hybrid vehicle as in Patent Document 1, when the required driving force [N] is generated in the driving wheel, the engine output is transmitted to the driving wheel to realize the required driving force, and the motor output is supplied to the driving wheel. The driver realizes the required driving force by transmitting it to the driver even if the fuel consumption [g / s] consumed per hour for the prime mover as a whole is reduced. It is difficult to prompt the driver to perform an operation that minimizes the fuel consumption of the prime mover as a whole.

  The present invention has been made in view of the above, and an object of the present invention is to provide a hybrid vehicle control technology capable of suppressing fuel consumption as a whole prime mover.

  In order to achieve the above object, a hybrid vehicle control device according to the present invention includes an internal combustion engine and a motor as a prime mover, and transmits only engine output, which is mechanical power output from the internal combustion engine, to drive wheels. It is used in a hybrid vehicle that can perform engine traveling that is vehicle traveling and EV traveling that is a vehicle traveling that transmits only motor output, which is mechanical power output from a motor, to the driving wheels. A hybrid vehicle control device capable of controlling a driving force generated in a driving wheel by transmitting mechanical power from a prime mover according to required power that is required to be transmitted. In order to transmit the required power to the drive wheels in order to estimate the fuel consumption required for running the engine, which is the fuel consumption per unit time, and EV EV traveling required fuel consumption, which is fuel consumption per unit time required to generate EV traveling required power, which is electric power required to transmit the required power to the drive wheels when performing the row When estimating and performing EV travel, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, driving is performed so that the fuel consumption required for EV travel is less than the fuel consumption required for engine travel. It is characterized by limiting power.

  In the hybrid vehicle control apparatus described above, when EV travel is performed, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, the fuel consumption required for engine travel and the fuel consumption required for EV travel are The driving force can be limited so that they are substantially the same.

  In the hybrid vehicle control device described above, an EV travel position for allowing the hybrid vehicle to perform EV travel exclusively is provided at the operation position of the operation member operated by the driver, and the EV travel is operated by the driver. It may be performed when the member is operated and the EV travel position is selected.

  In the hybrid vehicle control apparatus described above, the EV travel required fuel consumption is required to generate the EV travel required power by performing engine power generation in which at least a part of the engine output is converted into power by the motor. It can be the fuel consumption per unit time.

  In the hybrid vehicle control device described above, the required fuel consumption for EV travel is calculated by converting part of the mechanical power from the drive wheels into electric power by operating the motor as a generator during vehicle deceleration in addition to the engine power generation. By performing the deceleration regeneration, the fuel consumption per unit time required for generating the electric power required for EV travel can be obtained.

  In the hybrid vehicle control device described above, the required engine travel fuel consumption is estimated by estimating the required engine output, which is the engine output required to transmit the required power to the drive wheels when the engine travels. It is obtained by estimating the fuel consumption per unit time required to output the required engine output from the internal combustion engine. The fuel consumption required for EV travel transmits the required power to the drive wheels when performing EV travel. The required motor output, which is a motor output necessary for the operation, is estimated, the EV travel required power, which is the power required to output the estimated necessary motor output from the motor, is estimated, and the estimated EV travel required Estimate engine output required engine output, which is the engine output required when generating electric power by engine power generation, and estimate engine power generation It can be assumed to be determined by estimating the fuel consumption per unit necessary time for outputting the main engine output from the internal combustion engine.

  In the hybrid vehicle control device described above, when the engine travel required fuel consumption is larger than the EV travel required fuel consumption during engine travel, the engine travel required fuel consumption and the EV travel required fuel consumption are substantially reduced. The engine power generation may be performed so as to be the same.

  ADVANTAGE OF THE INVENTION According to this invention, it can suppress that the engine driving | running with a large fuel consumption of an internal combustion engine and EV driving | running with a large fuel consumption amount required when generating electric power required for EV driving | running | working by engine electric power generation are performed. The fuel consumption of the prime mover as a whole can be suppressed.

FIG. 1 is a schematic diagram illustrating a schematic configuration of a hybrid vehicle according to the present embodiment. FIG. 2 is a diagram illustrating a travel range provided in a shift interface operated by a driver in the hybrid vehicle according to the present embodiment. FIG. 3 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle according to the present embodiment is performing “engine running”. FIG. 4 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle according to the present embodiment is performing “engine power generation”. FIG. 5 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle according to the present embodiment is performing “EV traveling”. FIG. 6 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle according to the present embodiment is performing “deceleration regeneration”. FIG. 7 is a diagram for explaining an estimation method of fuel consumption required for engine travel when the hybrid vehicle according to the present embodiment performs “engine travel”. FIG. 8 shows the EV travel required power when the hybrid vehicle according to the present embodiment is performing “EV travel”, and the EV travel required fuel consumption necessary for generating the EV travel required power by engine power generation. It is a figure explaining an estimation method. FIG. 9 is a diagram illustrating an example of traveling of the hybrid vehicle according to the present embodiment. FIG. 10 is a diagram showing the fuel consumption rate with respect to the operating state (engine torque and engine load) of the internal combustion engine. FIG. 11 is a diagram showing the fuel consumption [g / s] with respect to the operating state (engine rotational speed and engine torque) of the internal combustion engine. FIG. 12 is a diagram showing the fuel consumption rate and the equal engine output line with respect to the operating state (engine speed and engine torque) of the internal combustion engine. FIG. 13 is a diagram illustrating the fuel consumption rate with respect to the vehicle speed and the driving force generated in the driving wheels of the hybrid vehicle. FIG. 14 is a diagram showing the fuel consumption [g / s] with respect to the engine torque. FIG. 15 is a diagram showing the fuel consumption rate [g / kWh] with respect to the driving force. FIG. 16 is a diagram illustrating a motor output (motor limit output) at which the fuel consumption required for engine travel and the fuel consumption required for EV travel are the same. FIG. 17 is a diagram illustrating an example of traveling of the hybrid vehicle according to the present embodiment. FIG. 18 is a diagram for explaining an example of a method for estimating the required fuel consumption for engine travel and a method for estimating the required fuel consumption for EV travel by a hybrid vehicle control device (ECU) according to a modification of the present embodiment. is there.

  Hereinafter, modes for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings. The present invention is not limited to the embodiments described below.

  First, an example of a hybrid vehicle to which the control technology according to the present embodiment is applied will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic diagram illustrating a schematic configuration of a hybrid vehicle according to the present embodiment. FIG. 2 is a diagram illustrating a travel range provided in a shift interface operated by a driver in the hybrid vehicle according to the present embodiment.

  As shown in FIG. 1, a hybrid vehicle 1 includes an internal combustion engine 10 that converts fuel energy into mechanical power as a power source for driving the drive wheels 66 to rotate, that is, a prime mover, and mechanical power. A rotating electric machine having a function as an electric motor that converts power into power and outputs and a function as a generator that converts mechanical power into electric power, a so-called motor generator (hereinafter simply referred to as “motor”) 50. Yes. The motor 50 constitutes a driving device (so-called hybrid transaxle) together with a manual transmission 30 and a differential mechanism 60 described later. The drive device (30, 50, 60) is combined with the internal combustion engine 10 to constitute a power output device (so-called power plant), and is mounted on the hybrid vehicle 1.

  The hybrid vehicle 1 is provided with control means for controlling the internal combustion engine 10 and the motor 50 in cooperation with each other, and an electronic control device (hybrid vehicle control device, hereinafter simply referred to as “ECU”) 100 for the hybrid vehicle. Yes. The ECU 100 has a ROM (not shown) as storage means for storing various control constants. Controlled by the ECU 100, the hybrid vehicle 1 can use or selectively use the internal combustion engine 10 and the motor 50 as a prime mover.

  The internal combustion engine 10 is a heat engine that converts the energy of the fuel into mechanical work by burning the fuel and outputs the mechanical work. In the present embodiment, the internal combustion engine 10 is a piston reciprocating engine. The internal combustion engine 10 includes a fuel injection device, a throttle valve device, various sensors, and the like (not shown), and these devices are controlled by the ECU 100. The internal combustion engine 10 outputs the generated mechanical power from its output shaft (hereinafter referred to as the engine output shaft) 12. Mechanical power output from the engine output shaft 12 by the internal combustion engine 10 is transmitted to a transmission input shaft 28 described later via a friction clutch device 20 described later.

  The internal combustion engine 10 is provided with a crank angle sensor (not shown) that detects a rotational angle position (hereinafter referred to as a crank angle) of the engine output shaft 12, and sends a signal related to the crank angle to the ECU 100. Yes. The ECU 100 detects and estimates the rotational speed of the engine output shaft 12 (hereinafter referred to as engine rotational speed) from the signal related to the crank angle. Mechanical power output from the engine output shaft 12 by the internal combustion engine 10 (hereinafter referred to as engine output) can be controlled by the ECU 100.

  The motor 50 is a rotating electric machine, so-called a motor generator, that has both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. The motor 50 is composed of a permanent magnet AC synchronous motor or the like, and receives a supply of AC power from an inverter 110 described later to form a rotating magnetic field, and a rotor 52 that is attracted to the rotating magnetic field and rotates. have. The rotor 52 is coupled to the main gear 44 a of the speed reduction mechanism 44, and the counter gear 44 c that meshes with the main gear 44 a is coupled to the transmission output shaft 40. The mechanical power (engine output) output by the motor 50 is transmitted to the transmission output shaft 40 (described later) by the speed reduction mechanism 44 to reduce the rotational speed and increase the torque.

  The motor 50 is provided with a resolver (not shown) that detects the rotational angle position of the rotor 52, and sends a signal related to the rotational angle position of the rotor 52 to the ECU 100. The ECU 100 detects the rotational speed of the rotor 52 (hereinafter referred to as motor rotational speed) from the signal related to the rotational angle position of the rotor 52 of the motor 50. Mechanical power output from the rotor 52 by the motor 50 (hereinafter referred to as “motor output”) can be controlled by the ECU 100.

  Moreover, in the hybrid vehicle 1, as a power supply device that supplies power to the motor 50, a secondary battery (storage battery) 120 that stores power to be supplied to the motor 50 and can be charged / discharged, a secondary battery 120, and a motor An inverter 110 that exchanges power with 50 is provided. The inverter 110 is configured to convert DC power supplied from the secondary battery 120 into AC power and supply the AC power to the motor 50. Further, the inverter 110 is configured to be able to charge the secondary battery 120 by converting AC power generated by the motor 50 into DC power. The ECU 100 controls power supply from the secondary battery 120 to the motor 50, power generation of the motor 50, and charging of the secondary battery 120.

  Further, the hybrid vehicle 1 is used as a power transmission device for transmitting mechanical power (engine output) output from the engine output shaft 12 by the internal combustion engine 10 to the drive wheels 66 for power transmission by a driver's operation. A manual transmission (manual transmission) 30 which is a transmission capable of selecting a selected gear stage, an input shaft (hereinafter referred to as a transmission input shaft) 28 of the manual transmission 30, and an engine output shaft 12 of the internal combustion engine 10 The friction clutch device 20 is provided. Further, the hybrid vehicle 1 is provided with a speed reduction mechanism 44 as a power transmission device that transmits the motor output, which is mechanical power output from the rotor 52 by the motor 50, to the drive wheels 66. The speed reduction mechanism 44 engages the rotor 52 of the motor 50 with the output shaft (hereinafter referred to as a transmission output shaft) 40 of the manual transmission 30. A final drive gear 46 that meshes with the ring gear 48 of the differential mechanism 60 is coupled to the transmission output shaft 40. The differential mechanism 60 distributes mechanical power from the transmission output shaft 40 to the left and right drive shafts 64. Left and right drive wheels 66 are coupled to the left and right drive shafts 64, respectively. A wheel speed sensor (not shown) for detecting a signal related to the rotational speed of the drive wheel 66 (hereinafter referred to as wheel speed) is provided in the vicinity of the drive wheel 66. It is sent to the ECU 100.

  The manual transmission 30 shifts the mechanical power received by the transmission input shaft 28 by any one of the plurality of shift stages 31 to 39, changes the torque, and engages with the drive wheels 66. It is configured to be able to transmit to the machine output shaft 40. Specifically, the manual transmission 30 is configured as a parallel shaft gear device having a plurality of gear pairs. In the present embodiment, the first speed gear stage 31 and the first speed stage are used as forward speed stages. A second speed gear stage 32, a third speed gear stage 33, a fourth speed gear stage 34, and a fifth speed gear stage 35 are provided. The reduction ratios of the first speed gear stage 31 to the fifth speed gear stage 35 are the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, the fourth speed gear stage 34, and the fifth speed gear. It is comprised so that it may become small in order of the step 35. FIG. The manual transmission 30 has a reverse gear stage 39.

  The forward shift stages 31, 32, 33, 34, and 35 of the manual transmission 30 respectively correspond to main gears 31a, 32a, 33a, 34a, and 35a that are gears on the transmission input shaft 28 side. , Counter gears 31c, 32c, 33c, 34c, and 35c, which are gears on the transmission output shaft 40 side, are provided. The main gears 31a, 32a, 33a, 34a, and 35a mesh with the corresponding counter gears 31c, 32c, 33c, 34c, and 35c, respectively. In each of the gear stages 31, 32, 33, 34, and 35, one of the main gear and the counter gear is configured to be rotatable with respect to the transmission input shaft 28 or the transmission output shaft 40. In each of the shift stages 31 to 35, a mesh clutch mechanism (for example, a dog clutch) (not shown) that couples a rotatable gear (main gear or counter gear) and the transmission input shaft 28 or the transmission output shaft 40 is provided. , Each provided. The reverse gear stage 39 includes a main gear 39a that is a gear on the transmission input shaft 28 side, an intermediate gear 39b that meshes with the main gear 39a, and a gear on the transmission output shaft 40 side that meshes with the intermediate gear 39b. And an output side gear 39c. A meshing clutch mechanism (not shown) is provided corresponding to the reverse gear stage 39, similarly to the forward gear stages 31 to 35.

  It should be noted that at each of the gear stages 31 to 39 of the manual transmission 30, the corresponding meshing clutch mechanism is operated, and the transmission input shaft 28 and the transmission output shaft 40 are engaged via the corresponding main gear and counter gear. The state in which power transmission is possible in each of the gears 31 to 39 will be referred to as an “engaged state” below. On the other hand, the corresponding meshing clutch mechanism is inoperative in each of the gears 31 to 39, and the transmission input shaft 28 and the transmission output shaft 40 are not engaged via the corresponding main gear and counter gear. The state, that is, the state in which power transmission is interrupted at each of the shift stages 31 to 39 will be referred to as a “released state” below. In the manual transmission 30, in order to prevent double meshing between the transmission input shaft 28 and the transmission output shaft 40, any one of the shift stages 31 to 39 is set to It will select and will be in an engagement state. In other words, gears other than the gears that are selectively engaged are controlled to be in the released state. In the manual transmission 30, it is possible to set all the gears 31 to 39 to the “released state”, and this state is referred to as a “neutral state”.

  Further, the hybrid vehicle 1 is provided with a shift interface 70 for the driver to select a gear position to be engaged in the manual transmission 30. The shift interface 70 includes, for example, a shift lever 72 as an operation member that can be operated by the driver, and a shift gate 74 for taking the shift lever 72 in and out. The driver can select one of a plurality of gear positions and an EV traveling position, which will be described later, by operating the shift lever 72 and taking it in and out of the shift gate 74.

  As shown in FIG. 2, the shift gate 74 of the shift interface 70 includes a plurality of gear positions corresponding to the respective speed stages 31 to 39 of the manual transmission 30 as operation positions of the shift lever 72 operated by the driver. An EV traveling position is provided for causing the hybrid vehicle 1 to perform EV traveling. At the gear position, the first speed gear stage 31 is selected to be engaged and the first speed position (indicated by (1) in the figure) is selected, and the second speed gear stage 32 is selected to be engaged. Second speed position (indicated by (2) in the figure), third speed position (indicated by (3) in the figure) to select and engage the third speed gear stage 33, and fourth speed gear stage The fourth speed position (indicated by (4) in the figure) for selecting 34 and engaging, and the fifth speed position (indicated by (5) in the figure) for selecting the fifth speed gear stage 35 and engaging. ), A reverse position for selecting the reverse gear stage 39 to be engaged (indicated by (R) in the figure), and the gear stages 31 to 39 are all in a released state, that is, a manual transmission. There is provided a neutral position (indicated by (N) in the figure) for setting 30 to the neutral state. In addition, the shift gate 74 is provided with an EV traveling position (indicated by (EV) in the figure), which is an operation position for allowing the hybrid vehicle 1 to exclusively perform “EV traveling”. When the gear position from the first speed position to the fifth speed position is selected by the driver, the ECU 100 automatically changes according to the required driving force, the vehicle speed, the storage state (SOC) of the secondary battery 120, and the like. In addition, the vehicle travel (travel mode) such as EV travel and engine travel is switched.

  Further, the hybrid vehicle 1 is provided with an accelerator pedal position sensor 132 that detects an operation amount of the accelerator pedal 130 by the driver, and relates to the detected operation amount of the accelerator pedal 130 (hereinafter referred to as an accelerator operation amount). A signal is sent to the ECU 100.

  In the hybrid vehicle 1 configured as described above, the ECU 100 receives signals from the above-described various sensors, and inputs / outputs the “motor rotation speed” that is the rotation speed of the rotor 52 and the motor 50 from the rotor 52. "Motor torque" that is torque to be generated, "engine rotational speed" that is rotation speed of the engine output shaft 12 of the internal combustion engine 10, and "engine torque" that is torque that the internal combustion engine 10 outputs from the engine output shaft 12 It has a function to estimate as a control variable. Since the rotor 52 of the motor 50 is engaged with the drive wheel 66, the rotor 52 rotates in conjunction with the rotation of the drive wheel 66. That is, the motor rotation speed is proportional to the traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed). Further, the ECU 100 estimates, based on the engine rotational speed and the engine torque, “engine output” that is mechanical power output from the engine output shaft 12 by the internal combustion engine 10 as a control variable, the motor rotational speed and the motor torque. The motor 50 has a function of estimating “motor output” that is mechanical power output from the rotor 52 as a control variable.

  ECU 100 also has a function of estimating charge / discharge power exchanged between secondary battery 120 and motor 50 via inverter 110, a function of estimating the amount of accelerator operation by the driver as a control variable, And a function of estimating the “vehicle speed” that is the traveling speed of the hybrid vehicle 1. Further, the ECU 100 has a function of estimating “required driving force”, which is a driving force [N] required to be generated on the ground contact surface of the driving wheel 66 by the driver, as a control variable based on the accelerator operation amount and the vehicle speed. Have.

  The hybrid vehicle 1 uses the internal combustion engine 10 and the motor 50 together or as a prime mover, and transmits at least one of the engine output from the internal combustion engine 10 and the motor output from the motor 50 to the drive wheels 66. A driving force [N] for driving the hybrid vehicle 1 can be generated on the ground surface of the driving wheel 66. In the following description, the mechanical power [W] output from at least one of the internal combustion engine 10 and the motor 50 as a prime mover and transmitted to the drive wheels 66 is referred to as “drive power”. The ECU 100 estimates, as a control variable, mechanical power [kW] (hereinafter referred to as required power) required to be transmitted to the drive wheels 66 based on the above-described required driving force [N], vehicle speed, and the like. It has a function.

  Based on these control variables, the ECU 100 coordinates the operating state (operating point) of the internal combustion engine 10, that is, the engine rotational speed and the engine torque, and the operating state (operating point) of the motor 50, that is, the motor rotational speed and the motor torque. It is possible to control. That is, the ECU 100 can control the engine output of the internal combustion engine 10 and the motor output of the motor 50.

  In the following description, operating the motor 50 as an electric motor and outputting mechanical power from the rotor 52 is referred to as “powering”. On the other hand, operating the motor 50 as a generator to convert mechanical power input from the drive wheels 66 into the rotor 52 of the motor 50 into electric power and recovering it is referred to as “regeneration”.

  Moreover, the hybrid vehicle 1 can implement | achieve various vehicle driving | running | working (running modes) by using together or selectively using the internal combustion engine 10 and the motor 50 as a motor. For example, in the vehicle traveling that causes only the mechanical power (engine output) output from the engine output shaft 12 of the internal combustion engine 10 to be transmitted to the drive wheels 66 as the drive power, thereby generating a drive force on the drive wheels 66. “Engine traveling”, “EV traveling” that is a vehicle traveling that generates a driving force on the driving wheel 66 by transmitting only the mechanical power (motor output) output from the rotor 52 of the motor 50 to the driving wheel 66, and the like. .

  In addition, the hybrid vehicle 1 is transmitted from the internal combustion engine 10 to the transmission output shaft 40 by operating the motor 50 as a generator while the engine is running (hereinafter referred to as engine running). A part of the mechanical power is received by the rotor 52, and the secondary power 120 can be charged by converting the mechanical power into electric power by the motor 50 and the inverter 110. At this time, the mechanical power transmitted to the rotor 52 of the motor 50 and used for power generation is referred to as “power generation power” below. On the other hand, the electric power converted by the motor 50 and the inverter 110 and charged to the secondary battery 120 is referred to as “charging electric power”. Further, converting the at least part of the engine output to the charging power charged in the secondary battery 120 by operating the motor 50 as a generator while the engine is running is particularly referred to as “engine power generation”. .

  In addition, the hybrid vehicle 1 operates the motor 50 as a generator during deceleration of the vehicle, and at least a part of the mechanical power transmitted from the drive wheels 66 to the transmission output shaft 40 is used as the generated power for the rotor 52. In response, the generated power is converted into charging power charged in the secondary battery 120 by the motor 50, and the charging power can be charged in the secondary battery 120. Hereinafter, during the deceleration of the vehicle, by operating the motor 50 as a generator, a part of the mechanical power from the drive wheels 66 is converted into charging power charged in the secondary battery 120, that is, a hybrid vehicle. Carrying out regeneration during deceleration driving of 1 is referred to as “deceleration regeneration”.

  Next, FIG. 1 and FIGS. 3 to 8 show power transmission modes when the hybrid vehicle 1 performs “engine running”, “engine power generation”, “EV traveling”, and “deceleration regeneration”. Will be described.

  FIG. 3 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle is performing “engine running”. FIG. 4 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle is performing “engine power generation”. FIG. 5 is a schematic diagram illustrating an aspect of power transmission when the hybrid vehicle is performing “EV traveling”. FIG. 6 is a schematic diagram illustrating a mode of power transmission when the hybrid vehicle is performing “deceleration regeneration”. FIG. 7 is a diagram illustrating a method for estimating the required fuel consumption when the hybrid vehicle is performing “engine running”. FIG. 8 is a diagram for explaining a method for estimating the electric power required for EV traveling when the hybrid vehicle is performing “EV traveling” and the required fuel consumption required to generate the electric power required for EV traveling by engine power generation. It is.

  As shown in FIGS. 1 and 3, when the hybrid vehicle 1 is “engine running”, the mechanical power (engine output) output from the internal combustion engine 10 is the friction clutch device 20 (see FIG. 1), It is transmitted to the drive wheel 66 via the manual transmission 30 and the differential mechanism 60. Part of the mechanical power (engine output) output from the internal combustion engine 10 is consumed as power loss in the manual transmission 30 or the like. As described above, the mechanical power [kW] mainly consumed as the power loss in the manual transmission 30 or the like while the mechanical power is transmitted from the internal combustion engine 10 to the drive wheels 66 is expressed as “transmission loss” below. ". The ECU 100 has a function of estimating the above-described “transmission loss” as a control variable in accordance with the gear speed in the engaged state in the manual transmission 30, the vehicle speed, and the like.

  When the engine is running, the value obtained by subtracting the transmission loss from the engine output is the driving power. That is, as shown in FIG. 7, the internal combustion engine 10 uses a value obtained by adding “transmission loss” to “request power” that is drive power required to be transmitted to the drive wheels 66. Output is required. Hereinafter, the engine output that the internal combustion engine 10 is required to output from the engine output shaft 12 in accordance with the required power is referred to as “necessary engine output”. That is, the ECU 100 has a function of estimating the required engine output based on the estimated required power and the transmission loss.

  Further, as shown in FIG. 7, the ECU 100 determines the amount of fuel consumed in the internal combustion engine 10 per hour (hereinafter, referred to as “fuel consumption rate”) based on the required engine output [kW] and the fuel consumption rate [g / kWh] of the internal combustion engine 10. It has a function of estimating [g / s] (referred to as required fuel consumption). Specifically, the ECU 100 calculates a fuel consumption rate [g / kWh] according to the operating state of the internal combustion engine 10, and multiplies the calculated fuel consumption rate by the required engine output [g / s] can be calculated. In this way, the ECU 100 can estimate the required fuel consumption consumed in the internal combustion engine 10 when the required power is transmitted to the drive wheels 66 when the hybrid vehicle 1 is running the engine. It has become.

  Note that the fuel consumption rate [g / kWh] of the internal combustion engine 10 when the engine is running is estimated based on the operating state of the internal combustion engine 10, that is, the engine rotation speed and the engine torque. The fuel consumption rate with respect to the engine rotation speed and the engine torque is obtained in advance by a matching experiment or the like, and is stored as a control constant in a ROM (not shown) of the ECU 100.

  1 and 4, when the hybrid vehicle 1 performs "engine power generation" in which the motor 50 operates as a generator, the engine output is transmitted from the internal combustion engine 10 to the manual transmission 30. A part of the mechanical power from which transmission loss has been consumed (reduced) is transmitted as transmission power from the transmission output shaft 40 to the rotor 52 of the motor 50 via the speed reduction mechanism 44. The generated power is converted into charging power by the motor 50 and the inverter 110 and the secondary battery 120 is charged. At this time, in the motor 50 and the inverter 110, there is a loss of power or power that occurs when the generated power is converted into charging power. This loss [kW] will be referred to as “motor to battery conversion loss” below. That is, the value obtained by subtracting the charging power from the generated power is the “motor-to-battery conversion loss”.

  On the other hand, as shown in FIGS. 1 and 5, when the hybrid vehicle 1 is performing “EV traveling”, that is, the motor 50 is operated as an electric motor (powered), and mechanical power (motor output) is generated from the rotor 52. Is output to the drive wheel 66 via the speed reduction mechanism 44, the transmission output shaft 40, and the differential mechanism 60. At this time, since at least the transmission output shaft 40 rotates, a part of the motor output is consumed as a transmission loss, and most of it is transmitted to the drive wheels 66 as drive power.

  When EV traveling is performed, the value obtained by subtracting the transmission loss from the motor output is the “drive power”. That is, as shown in FIG. 8, the mechanical power obtained by adding “transmission loss” to “requested power” that is the driving power required to be transmitted to the drive wheels 66 is transmitted from the rotor 52 to the motor 50. It is necessary to output. Hereinafter, the motor output that the motor 50 needs to output from the rotor 52 in accordance with the required power is referred to as “necessary motor output”. That is, the ECU 100 has a function of estimating the required motor output based on the estimated required power and the transmission loss.

  When EV traveling is being performed, electric power is supplied from the secondary battery 120 to the motor 50 via the inverter 110. Hereinafter, electric power supplied from the secondary battery 120 to the motor 50 is referred to as “supply electric power”. . The supplied power is converted into a motor output in the inverter 110 and the motor 50. At this time, in the motor 50 and the inverter 110, there is a loss of power or power that occurs when the supplied power is converted into the motor output. This loss [kW] is hereinafter referred to as “battery-to-motor conversion loss”. That is, the value obtained by subtracting the motor output from the supplied power is the “conversion loss from the battery to the motor”.

  When EV traveling is performed, as shown in FIG. 8, it is necessary to supply the power supplied from the secondary battery 120 to the motor 50 by adding “the conversion loss from the battery to the motor” to the necessary motor output. Hereinafter, the supply power that the secondary battery 120 needs to supply to the motor 50 in accordance with the required power, that is, the required motor output, is referred to as “EV travel required power”. That is, when performing EV traveling, the ECU 100 estimates a necessary motor output by adding a transmission loss to the required power, and further adds a “conversion loss from the battery to the motor” to the estimated necessary motor output. It has a function to estimate the electric power required for EV travel.

  Further, as shown in FIGS. 1 and 6, when the hybrid vehicle 1 is performing “deceleration regeneration”, that is, during the vehicle deceleration, the motor 50 is operated as a generator to perform “regeneration power generation”. Most of the mechanical power from the drive wheels 66 is transmitted to the rotor 52 of the motor 50 as generated power. In addition, when the deceleration regeneration is performed, the transmission output shaft 40 rotates, so that a transmission loss occurs in the manual transmission 30. When the friction clutch device 20 is in the engaged state, the engine output shaft 12 rotates following the transmission input shaft 28, so that power loss such as pump loss also occurs in the internal combustion engine 10. That is, when performing deceleration regeneration, part of the mechanical power from the drive wheels 66 is consumed as “power loss” such as transmission loss and loss in the internal combustion engine 10. The generated power transmitted from the drive wheel 66 to the rotor 52 of the motor 50 is converted into charging power by the motor 50 and the inverter 110. At this time, “motor-to-battery conversion loss” occurs in the motor 50 and the inverter 110 in the same manner as the “engine power generation” described above.

  In this way, the charging power charged in the secondary battery 120 by performing deceleration regeneration (hereinafter referred to as “charging power by deceleration regeneration”) is mechanically transmitted from the drive wheel 66 to the transmission output shaft 40. This is a value obtained by subtracting the power loss including the transmission and the “motor-to-battery conversion loss” from the power. “Charge power by deceleration regeneration” is the time required from the start of the vehicle to the deceleration stop, after obtaining the total power (regenerative energy) obtained by performing the deceleration regeneration between the start of the vehicle and the stop. It can be obtained by averaging. Of the mechanical power transmitted from the drive wheel 66 to the transmission output shaft 40, the ratio that can be recovered in the secondary battery 120 as regenerative power is not high. For this reason, the EV traveling power supplied from the secondary battery 120 when performing EV traveling is mostly charged power obtained by performing “engine power generation” (hereinafter referred to as “charging power by engine power generation”). It is necessary to cover the above.

  As shown in FIG. 4 and FIG. 8, in order to obtain a desired “charging power by engine power generation”, mechanical power having a value obtained by adding “a conversion loss from the motor to the battery” to the charging power is required. The engine power needs to be transmitted as power to the rotor 52 of the motor 50, and the engine output having a value obtained by adding the transmission loss to the necessary power generation power needs to be output from the engine output shaft 12 of the internal combustion engine 10 as the required engine output. The ECU 100 determines the power consumption per hour based on “charged power from engine power generation”, “motor-to-battery conversion loss”, transmission loss, and fuel consumption rate [g / kWh] at “power generation added” described later. In addition, the required fuel consumption [g / kWh] that is the amount of fuel consumed in the internal combustion engine 10 can be estimated. Note that the calculation and estimation method of the fuel consumption rate [g / kWh] of the internal combustion engine 10 “when power generation is added” will be described later.

  Next, the operating state (engine rotational speed and engine torque) of the internal combustion engine 10 mounted on the hybrid vehicle 1 according to the present embodiment, the fuel consumption rate [g / kWh], and the fuel consumption amount [g / s], The relationship between the vehicle speed and the driving force of the hybrid vehicle 1 will be described with reference to FIGS. 1 and 9 to 15. FIG. 9 is a diagram illustrating an example of traveling of the hybrid vehicle. FIG. 10 is a diagram showing the fuel consumption rate with respect to the operating state (engine torque and engine load) of the internal combustion engine. FIG. 11 is a diagram showing the fuel consumption [g / s] with respect to the operating state (engine rotational speed and engine torque) of the internal combustion engine. FIG. 12 is a diagram showing the fuel consumption rate and the equal engine output line with respect to the operating state (engine speed and engine torque) of the internal combustion engine. FIG. 13 is a diagram illustrating the fuel consumption rate with respect to the vehicle speed and the driving force generated in the driving wheels of the hybrid vehicle. FIG. 14 is a diagram showing the fuel consumption [g / s] with respect to the engine torque. FIG. 15 is a diagram showing the fuel consumption rate [g / kWh] with respect to the driving force.

  The hybrid vehicle 1 is in a state where the friction clutch device 20 is in a half-engaged state (indicated by “half-clutch” in the drawing) when starting, as in a vehicle running state surrounded by a broken line in FIG. When the engine travels in the case of “steady travel” in FIG. 10, etc., the engine torque (engine load) of the internal combustion engine 10 is relatively small as shown in the region surrounded by the broken line in FIG. ] In a high operating state (operating point). In order to suppress the operation of the internal combustion engine 10 in an operation state with a high fuel consumption rate in this way, it is preferable to perform EV traveling instead of engine traveling, and fuel cut (“F / C” in the figure) The engine torque becomes negative or idle during vehicle braking (indicated by “Braking” in the figure) and the energy required for maintaining the rotation is required. It is preferable to stop the vehicle 10 and cause the hybrid vehicle 1 to perform deceleration regeneration.

  In addition, when the engine is running with a relatively low driving force required while the engine is running and the fuel consumption rate of the internal combustion engine 10 is high, engine power generation is performed to increase the engine torque. It is also preferable to charge the secondary battery 120 and operate the internal combustion engine 10 in an operation state where the fuel consumption rate is lower (higher thermal efficiency), and it is assumed that the hybrid vehicle 1 is driven at a vehicle speed of 30 km / h. When the first speed gear stage 31 is used for the gear stage of the manual transmission 30 used for power transmission from the internal combustion engine 10 to the drive wheels 66 (to enter the engaged state), the second speed gear stage is used. A case where 32 is used will be described. In each figure, the case where the first speed gear stage 31 is used is indicated by “1st”, and the case where the second speed gear stage 32 is used is indicated by “2nd”.

  As shown in FIG. 11, in the case of steady running (engine running) at the same vehicle speed (30 km / h), the internal combustion engine 10 is consumed per hour as the engine speed increases and the engine torque increases. The amount of fuel consumed [g / s] that is the amount of fuel that tends to increase tends to increase. In addition, if the vehicle speed is the same, the engine speed of the internal combustion engine 10 is lower when the second speed gear stage 32 is used than when the first speed gear stage 31 is used to run the engine. Accordingly, the engine torque increases. As shown in FIG. 12, the “engine output”, which is a value obtained by multiplying the engine torque by the engine rotation speed, tends to decrease the fuel consumption rate [g / kWh] as the engine rotation speed decreases at the equal engine output. is there.

  When traveling at a vehicle speed of 30 km / h using the second gear stage 32, the fuel consumption rate with respect to the vehicle speed [km / h] of the hybrid vehicle 1 and the driving force [N] generated in the drive wheels 66 is shown in FIG. As shown in FIG. 5, if the driving force is the same, 2nd (solid line) tends to be lower than the fuel consumption rate of 1st (broken line) (thermal efficiency is increased).

  Next, engine power generation that generates electric power for EV traveling will be described. When engine power generation is started during engine running (in steady running) with the internal combustion engine 10 activated, in the manual transmission 30, the rotational speed of the transmission input shaft 28, that is, the engine rotational speed remains constant. The engine torque increases. In this case, as shown in FIG. 14, the fuel consumption [g / s] per unit time increases as the engine torque increases. However, the fuel consumption rate [g / kWh] does not change so much when the fuel consumption is divided by the engine output increased when the engine power generation is executed, when the engine power generation is executed. Therefore, as shown by the area surrounded by the broken line in FIG. 15, when the engine is running in a state where the required driving force is relatively low and the fuel consumption rate of the internal combustion engine 10 is high (thermal efficiency is low), It is preferable to charge the secondary battery 120 by executing engine power generation to increase the engine torque and to operate the internal combustion engine 10 in an operation state with a lower fuel consumption rate.

  Incidentally, in the hybrid vehicle 1 according to the present embodiment, as shown in FIG. 1, the rotor 52 of the motor 50 is engaged with the transmission output shaft 40 of the manual transmission 30 and the manual transmission 30 is engaged. In addition to the shift speed set to the combined state, the “EV travel position” for performing “EV travel” exclusively can be selected by the driver. However, in such a hybrid vehicle 1, there is a restriction that the ECU 100 cannot automatically determine the selection of the gear position used for power transmission and the EV travel position. Therefore, the ECU 100 calculates which is more efficient from the viewpoint of suppressing fuel consumption when the engine travels or when the EV travel is performed when the required driving force [N] is generated in the drive wheels 66. Even if this is displayed on a meter or the like, it is difficult for the driver to understand, and it is difficult to prompt the user to select an appropriate travel range.

  For this reason, in the hybrid vehicle 1 according to the present embodiment, when the EV travel position is selected more than necessary, the power consumption by the EV travel increases, and engine power generation is performed to supplement the power consumption. There is a possibility that the frequency and the time ratio may be relatively high, and it is difficult to maximize the “performance for suppressing fuel consumption” of the hybrid vehicle 1. It should be noted that there is no problem if the EV travel required power can be covered by the charging power obtained by deceleration regeneration (regenerative power generation), that is, “charging power by deceleration regeneration”, but as described above, the EV travel necessary power is In many cases, it is necessary to cover the shortage with “charging power from engine power generation”.

  Therefore, the ECU 100 as the hybrid vehicle control device according to the present embodiment requires the fuel consumption required for engine travel, which is the fuel consumption per unit time necessary for transmitting the required power to the drive wheels when the engine travels. In order to generate “engine driving required fuel consumption estimation means” that is a function for estimating the amount, and EV traveling required power that is electric power required to transmit the required power to the drive wheels when performing EV traveling. The fuel consumption per unit time required for the vehicle is “EV travel required fuel consumption estimation means” that is a function for estimating the fuel consumption required for EV travel. And the estimated fuel consumption required for EV travel. This will be described below with reference to FIGS. 1, 7, 8 and 16 to 18.

  As shown in FIG. 7, when the engine travels, the ECU 100 requires the engine travel required fuel consumption Feg [g / s, which is the fuel consumption per unit time required to transmit the required power to the drive wheels 66. ] Is estimated. Specifically, the ECU 100 estimates a required engine output [kW], which is an engine output necessary for transmitting the required power [kW] to the drive wheels 66 when the engine is running. The required engine output can be estimated as a value obtained by adding transmission loss to required power. The transmission loss can be estimated based on the gear stage, vehicle speed, and the like that are engaged in the manual transmission 30.

  Then, the ECU 100 estimates an engine travel required fuel consumption [g / s] that is a fuel consumption per unit time required to output the estimated required engine output from the internal combustion engine 10. Specifically, a value obtained by multiplying the estimated required engine output by the fuel consumption rate [g / kWh] of the internal combustion engine 10 when the engine is running is estimated as the engine running required fuel consumption. The fuel consumption rate can be estimated based on the operating state of the internal combustion engine 10 when the engine is running, that is, the engine rotational speed and the engine torque. The fuel consumption rate with respect to the engine rotation speed and the engine torque is obtained in advance by a matching experiment or the like, and is stored in the ROM of the ECU 100 as a control constant. Note that the engine rotational speed and the engine torque when the engine is running can be estimated based on the gear stage in the engaged state in the manual transmission 30, the required driving force, the vehicle speed, and the like.

  Thus, the ECU 100 estimates the required engine output [kW], which is the engine output necessary for transmitting the required power to the drive wheels 66 when the engine is running, and further, the estimated required engine output is calculated. The fuel consumption amount Feg required for engine running, which is the fuel consumption amount [g / s] per unit time required for output from the internal combustion engine 10, can be obtained. It should be noted that the gear position in the engaged state in the manual transmission 30 that is used to estimate the required engine travel fuel consumption Feg is the gear position (first speed position to first gear position) selected by the driver operating the shift lever 72. Any of the fifth speed positions).

  At the same time, as shown in FIG. 8, ECU 100 estimates EV travel required power [kW], which is power required to transmit the required power to drive wheels 66 when performing EV travel. Specifically, first, the ECU 100 estimates a necessary motor output that is a motor output necessary for transmitting the required power to the drive wheels 66 when performing EV traveling. Specifically, a value obtained by adding the transmission loss to the required power is estimated as the required motor output. Note that the transmission loss can be estimated based on the reduction gear ratio of the gear stage to be engaged in the manual transmission 30, the vehicle speed, and the like.

  Then, ECU 100 estimates EV travel required power [kW], which is power required to output the estimated required motor output from the motor. Specifically, a value obtained by adding “the conversion loss from the battery to the motor” to the estimated required motor output is estimated as the electric power required for EV travel. The “conversion loss from the battery to the motor” is obtained in advance by a matching experiment or the like, and is stored in the ROM of the ECU 100 as a control constant.

  Further, the ECU 100 sets these charging powers so that the estimated electric power required for EV travel is covered by “charging power by engine power generation” and “charging power by deceleration regeneration”. The ECU 100 calculates the total electric energy (regenerative energy) obtained by performing deceleration regeneration between the start of the vehicle and the stop, and averages the total electric energy with the time required from the start of the vehicle to the stop. As a result, “charged power by deceleration regeneration” can be calculated.

  In the present embodiment, the ECU 100 sets a value obtained by subtracting “charging power by deceleration regeneration” from “EV traveling required power” to “charging power by engine power generation”. First, the ECU 100 estimates “engine power generation required engine output”, which is an engine output necessary for generating “charged electric power by engine power generation” by performing engine power generation. Specifically, a value obtained by adding the above-described “motor-to-battery conversion loss” to “charged power by engine power generation” is estimated as “required power generation power” that is power generation power necessary for engine power generation. Further, a value obtained by adding a transmission loss to the estimated required power generation power is estimated as an engine power generation required engine output. Note that the transmission loss can be estimated based on the reduction gear ratio of the gear stage to be engaged in the manual transmission 30, the vehicle speed, and the like.

  Further, the ECU 100 estimates an EV travel required fuel consumption Fev [g / s] that is a fuel consumption per unit time required to output the estimated engine power generation required engine output from the internal combustion engine 10. . Specifically, a value obtained by multiplying the estimated engine power generation required engine output by the fuel consumption rate of “when power generation is added” is estimated as EV travel required fuel consumption [g / s].

As shown in FIG. 14, the fuel consumption rate [g / kWh] at the time of “addition of power generation” is the time when the engine torque (point A) necessary for traveling shifts to the point B to which the torque for power generation is added. The fuel consumption amount expressed by dividing the increase in fuel consumption (F _B -F _A ) by the energy [kWh] generated as electric power can be calculated to be substantially constant. Specifically, it can be calculated based on the gear stage in the engaged state in the manual transmission 30, the vehicle speed, and the engine torque of the internal combustion engine 10.

  As described above, the ECU 100 estimates the electric power required for EV travel [kW], and further sets “charging power by deceleration regeneration” and “charging power by engine power generation”. Then, based on the set “charged power by engine power generation”, the engine power generation required engine output [kW], which is the engine power required to generate the power, is estimated, and the engine power generation required engine output is calculated as the internal combustion engine 10. EV travel required fuel consumption Fev, which is the fuel consumption [g / s] per unit time required for output from the vehicle, is obtained.

  Then, the ECU 100 compares the estimated engine travel required fuel consumption Feg with the estimated EV travel required fuel consumption Fev. Note that the comparison between the fuel consumption amount Feg required for engine travel and the fuel consumption amount Fev required for EV travel is made when the EV travel position (see (EV) shown in FIG. 2) is selected by the driver and by the driver. Regardless of the case where the first speed position to the fifth speed position are selected, if the vehicle is traveling, it is repeatedly executed every predetermined time. That is, the ECU 100 always assumes the engine running state, the EV running state, and the engine power generation state, and always requires the engine running required fuel consumption Feg and the EV running required. The fuel consumption amount Fev is estimated and compared.

  When the EV travel position (see (EV) in FIG. 2) is selected by the driver, the ECU 100 causes the hybrid vehicle 1 to perform EV travel exclusively. In this way, when the ECU 100 causes the hybrid vehicle 1 to perform EV travel, the travel state of the hybrid vehicle 1 is such that the fuel consumption Feg required for engine travel is smaller than the fuel consumption Fev required for EV travel (Feg If it is determined that <Fev), the ECU 100 limits the driving force generated in the drive wheels 66 so that the engine travel required fuel consumption Feg and the EV travel required fuel consumption Fev are substantially the same. That is, the ECU 100 limits the motor output that is output from the motor 50 toward the drive wheel 66.

  In this way, when the driving force (that is, the motor output) is limited so that Feg = Fev, the relationship between the vehicle speed and the driving force is as shown by the line “motor limit output” in FIG. When the vehicle speed is low and the internal combustion engine 10 is used as a prime mover when the vehicle is started, such as when starting the vehicle, the internal combustion engine 10 becomes low when compared with the “motor limit output”. When the engine travels, the engine torque (engine load) of the internal combustion engine 10 is small, such as when the engine rotational speed is low (indicated by “starting region” in the figure) or when performing steady travel. The region where the value becomes low (indicated by “steady travel region” in the figure) is a region where ECU 100 estimates that Feg> Fev. On the other hand, the region on the high vehicle speed / high driving force side compared to the “motor limit output” is a region estimated by the ECU 100 as Feg <Fev.

  As described above, when EV travel is performed, when the EV travel required fuel consumption Fev is equal to or greater than the engine travel fuel consumption Feg, the EV travel required fuel consumption Fev is equal to the engine travel required fuel consumption. The motor output is reduced to limit the driving force generated on the drive wheels 66 so that the Fegs are substantially the same. As a result, it is possible to prevent the “low-efficiency EV traveling” in which the fuel consumption amount Fev required for EV traveling is larger than the fuel consumption amount Feg required for engine traveling, and the fuel consumption of the prime mover as a whole is suppressed. can do. The EV travel required fuel consumption amount Fev limits the driving force so that the engine travel required fuel consumption amount Feg is substantially the same, so that the EV travel required fuel consumption amount Fev does not exceed the engine travel required fuel consumption amount Feg. In particular, it is possible to cause the driving wheels 66 to generate a driving force having a value as close as possible to the driving force required by the driver.

  When the driving force is limited as described above, if the requested driving force by the driver is higher than the “restricted driving force”, the ECU 100 notifies the driver of the manual transmission 30 using a shift indicator or the like. It is preferable to prompt the user to operate the shift lever 72 to a gear position (first speed position to fifth speed position) corresponding to the gear stages 31 to 35. According to this, the driver selects the desired gear position, so that the hybrid vehicle 1 performs engine traveling using the internal combustion engine 10 as a prime mover instead of EV traveling, thereby realizing the driving force required by the driver. To do. In this way, the driver can learn the operation of the shift lever so that the fuel consumption of the prime mover as a whole is suppressed.

  In the above-described embodiment, the electric power required for EV travel is provided by “charging power by engine power generation” and “charging power by deceleration regeneration”. However, as in the modification shown in FIG. The electric power may be provided only by “charging power by engine power generation”. In this case, the ECU 100 estimates the engine power generation required engine output, which is an engine output required when the EV travel required power is generated by engine power generation, and outputs the estimated engine power generation required engine output from the internal combustion engine 10. The fuel consumption amount Fev required for EV travel can be obtained by estimating the fuel consumption amount per unit time required for the vehicle.

  When the driver operates the shift lever 72 and the gear position (first speed position to fifth speed position) of the manual transmission 30 is selected, the ECU 100 operates the engine that operates the internal combustion engine 10 as a prime mover. I am running. During the engine running selected by the driver in this manner, the ECU 100 determines that the engine running required fuel consumption Feg is larger than the EV running required fuel consumption Fev (Feg> Fev). Engine power generation is executed so that the required fuel consumption amount Feg and the EV travel required fuel consumption amount Fev are substantially the same. As a result, it is possible to generate electric power to be used for EV traveling later while suppressing operation of the internal combustion engine 10 in an operating state in which the fuel consumption rate of the internal combustion engine 10 is high (thermal efficiency is low) during engine traveling. .

  As described above, in the present embodiment, the ECU 100 performs control so that the engine travel required fuel consumption Feg and the EV travel required fuel consumption Fev are substantially the same regardless of whether the engine travel is performed or the EV travel is performed. To do. As a result, it is possible to suppress engine running with a large amount of fuel consumption of the internal combustion engine 10 (low efficiency) and EV running with a large amount of fuel consumption required when generating electric power required for EV running by engine power generation. Can do.

  Next, FIG. 17 shows a traveling example of the hybrid vehicle 1 that performs the above control. As shown in FIGS. 1 and 17, first, at the time point t0, the EV travel position is selected as the operation position of the shift lever 72. And the hybrid vehicle 1 starts by EV driving | running | working from the time t1. At time points t1 to t2, the ECU 100 operates the motor 50 as an electric motor to accelerate the hybrid vehicle 1. From time t2 to t3, the hybrid vehicle 1 travels at a constant speed. At time points t3 to t4, the ECU 100 operates the motor 50 as a generator to cause the hybrid vehicle 1 to perform deceleration regeneration. At time t4, the hybrid vehicle 1 stops and accelerates again from time t5.

  At time t6, the second speed position (2nd) is selected by the driver, the second speed gear stage 32 is engaged, and the ECU 100 starts the engine running by operating the internal combustion engine 10. From time t6 to t7, the ECU 100 further operates the motor 50 as a generator to generate engine power. At time t8, the third speed position (3rd) is selected by the driver, the third speed gear stage 33 is engaged instead of the second speed gear stage 32, and constant speed running is performed until time t9. At time t9, the neutral position (N) is selected by the driver, the manual transmission 30 enters the “neutral state” described above, and the ECU 100 stops the operation of the internal combustion engine 10. From time t9 to time t10, the ECU 100 operates the motor 50 as a generator to perform deceleration regeneration. From the time t10 when the driver's intention to turn on the accelerator (for example, determined based on the accelerator operation amount), that is, when the driver's driving force request is generated, the ECU 100 operates the motor 50 as an electric motor until the time t11. Let the EV run.

  At time t11, the third speed position (3rd) is selected by the driver, the third speed gear stage 33 is engaged, and the ECU 100 starts the engine running by operating the internal combustion engine 10. From time t12, the hybrid vehicle 1 starts traveling at a constant speed. When performing constant speed traveling from time t12 to time t13, the ECU 100 operates the motor 50 as a generator to cause engine power generation. At time t13, the neutral position (N) is selected by the driver, the manual transmission 30 enters the neutral state, and the ECU 100 stops the operation of the internal combustion engine 10. From time t13 to time t14, the ECU 100 operates the motor 50 as a generator to perform deceleration regeneration.

  In the traveling example described above, when the EV traveling position (indicated by “EV” in the figure) is selected as shown at time points t0 to t6, the neutral position is displayed as shown at time points t9 to t11 and after time point t13. When (indicated by “N” in the figure) is selected, the ECU 100 determines that the driver wants the engine 10 to be inoperative, and as shown immediately after time t9, the ECU 100 The operation has stopped. In this case, it is preferable to perform switching between deceleration regeneration or EV traveling according to the driver's intention to turn on / off the accelerator.

  Further, when the neutral position is selected and deceleration regeneration is performed as indicated by the time points t9 to t10, the operation position selected before the neutral position is selected is the third speed position (3rd), and thus the ECU 100 Controls the motor torque on the regeneration side generated in the rotor 52 so that substantially the same torque is applied to the drive wheels 66 as when the third speed position (3rd) is selected and the engine brake is applied to the drive wheels 66. Is preferred.

  On the other hand, when the second speed position (2nd) is selected as shown at time points t6 to t8, and when the third speed position (3rd) is selected as shown at time points t8 to t9 and time points t11 to t13, etc. In this case, the gear position for causing the hybrid vehicle 1 to run the engine is selected by the driver. In particular, as shown at time points t6 to t7 and time points t12 to t13, the engine torque (engine load) of the internal combustion engine 10 is selected. ) Is relatively small, it is preferable that the ECU 100 further reduces the fuel consumption rate of the internal combustion engine 10 by causing the engine to generate power and increasing the engine load. Thereby, the electric power used for EV driving | running | working can be produced | generated later, suppressing operating with the fuel consumption rate of the internal combustion engine 10 being high.

  As described above, the ECU 100 as the hybrid vehicle control device according to the present embodiment includes the internal combustion engine 10 and the motor 50 as a prime mover, and outputs only engine output that is mechanical power output from the internal combustion engine 10. A hybrid capable of performing engine travel, which is vehicle travel transmitted to the drive wheels 66, and EV travel, vehicle travel, which transmits only motor output, which is mechanical power output from the motor 50, to the drive wheels 66. Used for vehicle 1. The ECU 100 controls the internal combustion engine 10 and the motor 50 in accordance with required power that is mechanical power required to be transmitted to the drive wheels 66, and mechanical power from the prime mover (10, 50) is transmitted. Thus, the driving force generated in the driving wheel 66 can be controlled. The ECU 100 estimates a fuel consumption amount Feg required for engine travel, which is a fuel consumption amount [g / s] per unit time necessary for transmitting the required power [kW] to the drive wheels 66 when the engine travels. In addition, the fuel per unit time required to generate the EV travel required power [kW], which is the power required to transmit the required power [kW] to the drive wheels 66 when performing EV travel. An EV travel required fuel consumption amount Fev that is a consumption amount [g / s] is estimated.

  When the engine travels, the ECU 100 determines that the engine travel required fuel consumption Feg and the EV travel required fuel consumption Fev are substantially equal when the engine travel required fuel consumption Feg is larger than the EV travel required fuel consumption Fev. Control to be the same. As a result, it is possible to suppress an engine running with a large fuel consumption amount (low efficiency) of the internal combustion engine 10 and an EV running with a large fuel consumption amount required when generating the electric power required for EV running by engine power generation. The fuel consumption as the whole prime mover (10, 50) can be suppressed.

  In addition, when the ECU 100 performs EV traveling, if the fuel consumption amount Feg required for engine travel is smaller than the fuel consumption amount Fev required for EV travel (Feg <Fev), the fuel consumption amount Fev required for EV travel is Since the driving force is limited to be equal to or less than the travel required fuel consumption Feg, the so-called “efficiency” in which the EV travel required fuel consumption Fev is larger than the engine travel required fuel consumption Feg. It is possible to prevent the “low EV traveling” from being performed, and to suppress fuel consumption as the entire prime mover (10, 50).

  Further, in the present embodiment, when the ECU 100 performs EV travel, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, the ECU travel required fuel consumption and the EV travel required fuel consumption Since the driving force is limited so that the amounts are substantially the same, the EV driving required fuel consumption amount Fev is as close as possible to the driving force required by the driver as long as it does not exceed the engine driving fuel consumption amount Feg. A driving force having a value can be generated in the driving wheel 66.

  In addition, the ECU 100 according to the present embodiment is provided with an EV travel position that allows the hybrid vehicle 1 to perform EV travel exclusively at the operation position of the shift lever 72 as an operation member operated by the driver. The EV traveling is performed when the shift lever 72 is operated by the driver and the EV traveling position is selected. When the EV travel position is selected by the driver and the ECU 100 causes the hybrid vehicle 1 to perform the EV travel exclusively, the EV travel required fuel consumption Fev is larger than the engine travel required fuel consumption Feg. It is possible to suppress the low EV traveling. Note that the EV travel position may be a neutral position where the connection between the internal combustion engine 10 and the drive wheels 66 is disconnected by the manual transmission 28.

  Further, in the present embodiment, as shown in FIG. 18, the EV travel required fuel consumption Fev is obtained by performing the engine power generation by converting at least a part of the engine output into the power by the motor 50, thereby obtaining the EV travel required power. It is assumed that the fuel consumption per unit time required for production. The fuel consumption amount Fev required for EV travel can be estimated by a simple control technique without considering whether or not to perform deceleration regeneration.

  Further, in the present embodiment, as shown in FIGS. 7 and 8, the EV travel required fuel consumption Fev is calculated from the drive wheels 66 by operating the motor 50 as a generator during vehicle deceleration in addition to the engine power generation. It is assumed that the fuel consumption per unit time required for generating the electric power required for EV traveling is obtained by performing deceleration regeneration that converts a part of the mechanical power of the vehicle to electric power. Taking into account the charging power obtained by the deceleration regeneration, the EV travel required fuel consumption Fev can be estimated more accurately.

  Note that, in the ECU 100 according to the present embodiment, the engine travel required fuel consumption amount Feg estimates a required engine output that is an engine output necessary for transmitting the required power to the drive wheels 66 when the engine travels. It is obtained by estimating the fuel consumption per unit time required to output the estimated required engine output from the internal combustion engine 10. On the other hand, the fuel consumption amount Fev required for EV travel estimates a required motor output, which is a motor output required to transmit the required power to the drive wheels 66 when performing EV travel, and the estimated required motor output is calculated by the motor. 50, the EV travel required power, which is the power required to output from 50, is estimated, and the engine power generation required engine output, which is the engine output required when the estimated EV travel required power is generated by engine power generation, is estimated. This is obtained by estimating the fuel consumption per unit time required for outputting the estimated engine power generation required engine output from the internal combustion engine 10.

  Further, the ECU 100 according to the present embodiment, when the engine travels, when the engine travel required fuel consumption Feg is larger than the EV travel required fuel consumption Fev, the engine travel required fuel consumption Feg and the EV travel required fuel. The engine power generation is performed so that the consumption amount Fev is substantially the same. As a result, it is possible to generate electric power that is used to perform EV traveling later while suppressing operation of the internal combustion engine 10 in an operating state where the fuel consumption rate of the internal combustion engine 10 is high (thermal efficiency is low) during engine traveling.

  In the present embodiment, the ECU 100 determines that the engine travel required fuel consumption Feg is smaller than the EV travel required fuel consumption Fev (Feg <Fev). Although the driving force generated in the drive wheels 66 is limited so that the EV travel required fuel consumption Fev is substantially the same, the mode of limiting the driving force is not limited to this. For example, the driving force may be limited (the motor output is reduced) so that the EV travel required fuel consumption Fev is lower than the engine travel required fuel consumption Feg by a preset value.

  As described above, the present invention is useful for a hybrid vehicle including an internal combustion engine and a motor (motor generator) as a prime mover. In particular, the present invention is a vehicle capable of switching the operation / non-operation state of the internal combustion engine while the vehicle is running. Is suitable.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Internal combustion engine 12 Engine output shaft 20 Friction clutch device 28 Transmission input shaft 30 Manual transmission (manual transmission)
31-39 Shift stage 40 Transmission output shaft 44 Deceleration mechanism 50 Motor generator (motor)
52 Motor Generator Rotor 60 Differential Mechanism 66 Drive Wheel 70 Shift Interface 72 Shift Lever (Operation Member)
100 Electronic control device for hybrid vehicle (hybrid vehicle control device, ECU, control means, engine travel required fuel consumption estimation means, EV travel required fuel consumption estimation means)
110 Inverter 120 Secondary battery 130 Accelerator pedal 132 Accelerator pedal position sensor

Claims (7)

An engine running which is a vehicle running which has an internal combustion engine and a motor as a prime mover and transmits only engine output which is mechanical power output from the internal combustion engine to drive wheels, and motor output which is mechanical power output from the motor The motor is used in a hybrid vehicle capable of performing EV traveling, which is a vehicle traveling that transmits only the drive wheels to the drive wheels, and according to the required power that is mechanical power required to be transmitted to the drive wheels. A control device for a hybrid vehicle capable of controlling a driving force generated in a drive wheel by transmitting mechanical power from the vehicle,
Estimating the fuel consumption required for engine travel, which is the fuel consumption per unit time required to transmit the required power to the drive wheels when performing engine travel,
In addition, the EV travel required fuel that is the fuel consumption per unit time that is required to generate the EV travel required power that is the power required to transmit the required power to the drive wheels in the EV travel. Estimate consumption,
When performing EV travel, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, the driving force is limited so that the fuel consumption required for EV travel is less than the fuel consumption required for engine travel. A hybrid vehicle control device. The hybrid vehicle control device according to claim 1,
When performing EV travel, if the fuel consumption required for engine travel is smaller than the fuel consumption required for EV travel, the driving force is set so that the fuel travel required for engine travel and the fuel travel required for EV travel are substantially the same. Control device for hybrid vehicle. In the hybrid vehicle control device according to claim 1 or 2,
The operation position of the operation member operated by the driver is provided with an EV travel position that allows the hybrid vehicle to perform EV travel exclusively.
The EV traveling is performed when an operating member is operated by a driver and an EV traveling position is selected. The hybrid vehicle control device. In the hybrid vehicle control device according to any one of claims 1 to 3,
The fuel consumption required for EV travel is the fuel consumption per unit time required for generating the power required for EV travel by performing engine power generation by converting at least a part of the engine output into electric power by the motor. Control device for hybrid vehicle. The hybrid vehicle control device according to claim 4,
In addition to the engine power generation, the EV travel-required fuel consumption amount is obtained by performing deceleration regeneration that converts a part of mechanical power from drive wheels into electric power by operating a motor as a generator during vehicle deceleration. A control device for a hybrid vehicle, which is a fuel consumption amount per unit time required to generate the required traveling power. The hybrid vehicle control device according to claim 4,
The fuel consumption required for running the engine is
Estimating the required engine output, which is the engine output required to transmit the required power to the drive wheels when running the engine,
It is obtained by estimating the fuel consumption per unit time required to output the estimated required engine output from the internal combustion engine,
EV travel required fuel consumption is
Estimating the required motor output, which is the motor output required to transmit the required power to the drive wheels when performing EV traveling,
Estimating EV travel required power, which is power required to output the estimated required motor output from the motor,
Estimating engine power generation required engine output, which is engine power required when the estimated EV travel required power is generated by engine power generation,
A control apparatus for a hybrid vehicle, which is obtained by estimating a fuel consumption per unit time required to output an estimated engine power generation required engine output from an internal combustion engine. The hybrid vehicle control device according to claim 4,
When the engine travel required fuel consumption is larger than the EV travel required fuel consumption during engine travel,
The hybrid vehicle control device that performs the engine power generation so that the fuel consumption required for engine travel and the fuel consumption required for EV travel are substantially the same.

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