JP2014091366A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the energy efficiency of a vehicle.SOLUTION: When an autonomous operation request of an engine is a pre-stopping autonomous operation request (an autonomous operation request when required power is reduced to a stopping threshold or less during a travel under an engine drive mode, establishing an engine stop condition), basically an ignition timing TF1 advanced from an autonomous-operating ignition timing TFidl that is set for an autonomous operation (an idle operation) is set as a target ignition timing TF* (S160) to perform engine ignition control (S170), until an intake air volume Qa is reduced to a threshold Qaref or less (S140). Further, power is generated by a motor using output from the engine.

Description

  The present invention relates to a hybrid vehicle, and more specifically, a hybrid vehicle including an engine capable of outputting driving power, a motor capable of inputting / outputting power to / from the engine output shaft, and a battery capable of exchanging electric power with the motor. About.

  Conventionally, an engine, an automatic transmission that shifts the power output from the engine to the crankshaft and transmits it to a drive wheel via a differential gear, a motor generator that exchanges power with the engine crankshaft, and a motor generator and electric power In a hybrid vehicle equipped with a battery to be exchanged, when a predetermined stop condition is satisfied, the engine ignition timing is changed from the ignition timing in the normal idle operation to the maximum torque ignition timing after the engine is operated in the normal idle operation. At the same time, the opening degree of the slot valve is adjusted so that the engine is idling at this ignition timing (less than the opening degree in the normal idling operation). Something to stop Is (e.g., see Patent Document 1). In this hybrid vehicle, by performing such control, the engine can be stopped with the pressure in the cylinder lowered. As a result, it is possible to suppress the pressure in the cylinder from fluctuating due to the reciprocating motion of the piston when the engine is stopped, and it is possible to suppress the vibration generated when the engine is stopped.

JP 2005-201197 A

  In such a hybrid vehicle, when the throttle opening is reduced by reducing the power and torque to be output from the engine (hereinafter collectively referred to as the required output), the intake air amount decreases with a change in the throttle opening. . At this time, if the ignition timing of the engine is immediately set to the ignition timing corresponding to the required output (throttle opening) after reduction, the engine demands it even though the intake air amount is larger than the range corresponding to the required output after reduction. Only the power and torque corresponding to the output are output, and only the electric power corresponding to the output is generated by the first motor. For this reason, it is considered that there is room for improving the energy efficiency of the vehicle.

  The main purpose of the hybrid vehicle of the present invention is to improve the energy efficiency of the vehicle.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine capable of outputting driving power, motor capable of inputting / outputting power to / from the output shaft of the engine, battery capable of exchanging power with the motor, required power required for the vehicle or target torque of the engine And a control means for controlling the engine and the motor so that the engine travels while being driven with ignition at a fuel-efficient ignition timing for efficiently operating the engine in accordance with the engine. And
When the required power or the target torque decreases, the control means operates the engine with ignition at an earlier ignition timing than the fuel consumption ignition timing and with ignition at the fuel consumption ignition timing. Means for executing ignition advance power generation control for controlling power generated by the motor to be larger than when the engine is operated;
This is the gist.

  In the hybrid vehicle of the present invention, the engine is driven so as to run while being driven with the ignition at the fueling ignition timing for efficiently operating the engine according to the required power required for the vehicle or the target torque of the engine. When the required power or target torque is reduced, the engine is operated with ignition at an earlier ignition timing than the fuel ignition timing, and at the fuel ignition timing, the engine is operated. Ignition advance power generation control is executed to control the power generated by the motor to be larger than when the motor is operated. When the throttle opening is reduced in response to a decrease in required power or target torque, the intake air amount of the engine decreases with a delay with respect to the change in the throttle opening. By setting the ignition timing earlier than the timing, it is possible to increase the output (power, torque) from the engine and increase the electric power generated by the motor, compared to the case where the ignition timing of the engine is immediately set to the fuel ignition timing. it can. As a result, the energy efficiency of the vehicle can be improved.

  In such a hybrid vehicle of the present invention, the control means reduces the required power, and when a predetermined shift request is made as a shift request from load operation to idle operation in the engine operating state, the ignition advance angle As power generation control, the engine may be operated with ignition at an ignition timing earlier than the ignition timing for idle operation, and the motor may be controlled to generate power. If the engine ignition timing is immediately set to the ignition timing for idle operation when a predetermined transition request is made, the intake air amount is larger than the intake air amount range for idle operation (decreasing to the intake air amount range for idle operation) However, it is considered that almost no power or torque is output from the engine, and almost no power is generated by the motor. On the other hand, by executing ignition advance power generation control when a predetermined transition request is made, when the intake air amount is larger than the intake air amount range for idle operation, power is generated from the engine and the motor generates power. Can be performed. Here, “when a predetermined transition request is made” means that when the required power reaches the engine stop threshold or less, the required power for the engine that stops the operation after idling the engine falls below the stop threshold. You can think of when.

  In the hybrid vehicle of the present invention in which the ignition advance power generation control is executed when the predetermined transition request is made, the control means is configured to execute the ignition advance power generation control when the predetermined transition request is made. When the predetermined condition is satisfied, the execution of the ignition advance power generation control is terminated and the engine is controlled to be operated with ignition at an ignition timing for idle operation. You can also. In this case, the predetermined condition may be a condition in which the intake air amount of the engine is reduced to an intake air amount range for idle operation or a condition in which a predetermined time has elapsed.

  Further, in the hybrid vehicle of the present invention that executes ignition advance power generation control when a predetermined shift request is made, when the predetermined shift request is made and the shift position is a neutral position, The ignition advance power generation control may not be executed, and the engine may be controlled to operate with ignition at an ignition timing for idle operation.

  Further, in the hybrid vehicle of the present invention in which ignition advance power generation control is executed when a predetermined transition request is made, the control means determines the maximum allowable input power of the battery when the predetermined transition request is made. When the absolute value is equal to or less than a predetermined value, the ignition advance power generation control is not executed, and the engine is controlled to operate with ignition at an ignition timing for idle operation. You can also.

  In the hybrid vehicle of the present invention, the control means is configured to control the ignition advance power generation control when a predetermined condition is satisfied while the required power or the target torque decreases and the ignition advance power generation control is being executed. This is a means for controlling the engine to operate with the ignition at the fuel consumption ignition timing. In this case, the predetermined condition may be a condition in which the intake air amount of the engine is reduced to an intake air amount range corresponding to the required power or the target torque, or a condition in which a predetermined time has elapsed.

  In the hybrid vehicle of the present invention, a planetary gear in which three rotation elements are connected to a drive shaft connected to an axle, an output shaft of the engine, and a rotation shaft of the motor, and a rotation shaft is connected to the drive shaft. And a second motor.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the independent operation request | requirement point fire control routine performed by engine ECU24 of an Example. An example of how the throttle opening TH, the intake air amount Qa, the ignition timing TF, and the torque Tm1 of the motor MG1 change over time when the required power Pe * decreases to reach a value of 0 (when independent operation is required). It is explanatory drawing shown. It is a flowchart which shows an example of the ignition control routine performed by engine ECU24 of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline, light oil, or the like as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a synchronous generator motor, for example. A motor MG1 having a rotor connected to the sun gear of the planetary gear 30, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36, and inverters 41 and 42 for driving the motors MG1 and MG2. And a switch (not shown) of the inverters 41 and 42 A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by switching control of the driving elements, and a motor MG1 configured as, for example, a lithium ion secondary battery via inverters 41 and 42. , A battery 50 that exchanges power with MG2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, a hybrid electronic control unit (hereinafter referred to as an HVECU) 70 that controls the entire vehicle, Is provided.

  As shown in FIG. 2, the engine 22 sucks air cleaned by the air cleaner 122 through the throttle valve 124 and injects fuel from the fuel injection valve 126 to mix the sucked air and fuel. The air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is sent to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Discharged.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 detects signals from various sensors that detect the state of the engine 22, for example, the crank position θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. A cooling water temperature Tw from the water temperature sensor 142, an in-cylinder pressure Pin from a pressure sensor 143 installed in the combustion chamber, and a cam that detects the rotational position of the intake valve 128 that performs intake and exhaust to the combustion chamber and the camshaft that opens and closes the exhaust valve The cam position θca from the position sensor 144, the throttle position TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and also attached to the intake pipe The intake air temperature Ta from the temperature sensor 149, the intake air pressure Pa from the pressure sensor that detects the pressure in the intake pipe, and the knock signal Ks from the knock sensor that is attached to the cylinder block and detects the vibration caused by the occurrence of knocking. The catalyst temperature Tc from the temperature sensor 134b for detecting the temperature of the purification catalyst of the purification device 134, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal O2 from the oxygen sensor 135b, etc. are input via the input port. . Also, the engine ECU 24 integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. A control signal or the like to the converted ignition coil 138 is output via the output port. The engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position θcr from the crank position sensor 140, or the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22 Based on the number Ne, the volume efficiency as the load of the engine 22 (the ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated, or from the crank position sensor 140 The intake valve 128 opening / closing timing VT is calculated based on the angle (θci−θcr) of the intake camshaft of the intake valve 128 from the cam position sensor 144 to the crank angle θcr, and the knock sensor 159 The magnitude of the signal Ks The knock intensity Kr indicating the level of occurrence of knocking is calculated based on the waveform.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. The storage ratio SOC is calculated, and input / output limits Win and Wout, which are allowable input / output powers that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Note that the shift position SP includes a parking position (P position), a neutral position (N position), a forward drive position (D position), a reverse travel reverse position (R position), and the like.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 generates a required torque Tr * required for traveling (to be output to the drive shaft 36) based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Set for the required torque Tr * and set the required torque Tr * by the number of revolutions Nr of the drive shaft 36 (for example, the number of revolutions Nm2 of the motor MG2 or the number of revolutions obtained by multiplying the vehicle speed V by a conversion factor). Calculate the power Pdrv *, and request the vehicle by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated driving power Pdrv *. The required power Pe * (to be output from the engine 22) is calculated. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs intake air amount control and fuel injection control of the engine 22 such that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. Specifically, a throttle opening (hereinafter referred to as a fuel efficiency throttle opening THef) and an ignition timing (hereinafter referred to as a fuel efficiency throttle opening) for efficiently operating the engine 22 at an operation point consisting of the target rotational speed Ne * and the target torque Te *. Is set as the target throttle opening TH * and the target ignition timing TF *, respectively, and the target fuel injection amount corresponding to the intake air amount Qa is obtained by multiplying the intake air amount Qa by the fuel injection coefficient τ. By setting Qf * and controlling the throttle motor 136 so that the throttle opening TH becomes the target throttle opening TH *, the intake air amount is controlled, and the fuel is injected so that the target fuel injection amount Qf * is injected. The fuel injection control is performed by controlling the injection valve 126 so that ignition is performed at the target ignition timing TF *. The Deployment coil 138 performs ignition control by controlling driving. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, when the required power Pe * reaches the stop threshold value Pstop or less and the engine 22 stop condition is satisfied, the engine 22 is operated independently (idle operation) with the required power Pe * as a value 0, and thereafter Then, the operation of the engine 22 is stopped and the operation mode is shifted to the motor operation mode.

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win, Wout. Then, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, the engine 22 can travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. In this motor operation mode, when the required power Pe * calculated in the same manner as in the engine operation mode reaches a start threshold value Pstart that is larger than the stop threshold value Pstop and the start condition of the engine 22 is satisfied, the engine 22 is started and the engine is started. Transition to operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, the HVECU 70 satisfies the conditions for the engine 22 and the purification catalyst 134a to be warmed up when the stop condition of the engine 22 is satisfied during traveling in the engine operation mode. When the engine 22 is to be autonomously operated (idle operation) at an idle speed Nidl (for example, 1000 rpm or 1200 rpm), a self-sustained operation request is transmitted to the engine ECU 24, and the torque of the motors MG1, MG2 is similar to the engine operation mode. Commands Tm1 * and Tm2 * are set and transmitted to the motor ECU 40. Then, the engine ECU 24 that has received the self-sustained operation request, together with ignition control described later, throttle position (hereinafter referred to as self-sustained) obtained by rotational speed feedback control for making the rotational speed Ne of the engine 22 become the idle rotational speed Nidl. The target throttle opening THid1) is set as the target throttle opening TH *, and the target fuel injection amount Qf * corresponding to the intake air amount Qa is set by multiplying the intake air amount Qa by the fuel injection coefficient τ. The intake air amount control is performed using the target throttle opening TH * and the fuel injection control is performed using the target fuel injection amount Qf *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. It should be noted that the HVECU 70 transmits a self-sustained operation request to the engine ECU 24 when a stop condition for the engine 22 is satisfied during traveling in the engine operation mode, for a predetermined time (for example, to stably operate the engine 22 independently). An operation stop request is output when the required time has elapsed. The engine ECU 24 that has received the operation stop request stops intake air amount control, fuel injection control, ignition control, and the like of the engine 22.

  Furthermore, in the hybrid vehicle 20 of the embodiment, when the shift position SP is in the neutral position (N position), the gates of the inverters 41 and 42 are shut off (all switching elements are turned off).

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly ignition control when the self-sustained operation (idle operation) of the engine 22 is required will be described. FIG. 3 is a flowchart illustrating an example of a self-sustained operation request point fire control routine executed by the engine ECU 24 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) when the autonomous operation of the engine 22 is requested.

  When the self-sustained operation request point fire control routine is executed, the engine ECU 24 first sets the intake air amount Qa from the air flow meter 148, the input limit Win of the battery 50, the shift position SP, the pre-stop autonomous operation request flag F, and the like. A process of inputting data is executed (step S100). Here, the input limit Win of the battery 50 is set based on the battery temperature Tb of the battery 50 and the storage rate SOC, and is input from the battery ECU 52 by communication. Further, the shift position SP detected by the shift position sensor 82 is input from the HVECU 70 by communication. Further, the pre-stop autonomous operation request flag F indicates that the required power Pe * is equal to or less than the stop threshold value Pstop when the autonomous operation request of the engine 22 is traveling in the engine operation mode (traveling while the engine 22 is loaded). A value of 1 is set for a self-sustained operation request before stop which is a self-sustained operation request when the engine 22 stop condition is satisfied (a self-sustained operation request before the engine 22 is stopped when the engine operation mode is shifted to the motor operation mode). When it is not a self-sustained operation request before stoppage (for example, a self-sustained operation request for warming up the engine 22 itself or warming up the purification catalyst 134a of the purification device 134 attached to the exhaust system of the engine 22). It is assumed that a value set to 0 is input.

  When the data is input in this way, the value of the input pre-stop autonomous operation request flag F is checked (step S110). When the pre-stop autonomous operation request flag F is 0, that is, the autonomous operation request of the engine 22 is the independent operation before stop. When it is not a request, the self-sustained operation ignition timing TFidl for self-sustained operation (idle operation) is set to the target ignition timing TF * (step S150), and ignition control is performed using the set target ignition timing TF * ( Step S170), this routine is finished. Here, the self-sustained operation ignition timing TFidl can use a predetermined timing as a relatively late timing. At this time, little power or torque is output from the engine 22, and almost no power is generated by the motor MG1.

  When the pre-stop autonomous operation request flag F is the value 1 in step S110, that is, when the autonomous operation request of the engine 22 is the pre-stop autonomous operation request, the shift position SP is other than the N position (the inverter 41 is shut off). (Step S120) and the absolute value of the input limit Win of the battery 50 is compared with a threshold value Winref (Step S130). Here, the threshold value Winref is used to determine whether or not the charging of the battery 50 may be permitted, and can be determined in consideration of the characteristics of the battery 50 and the like. The processing in steps S120 and S130 is processing for determining whether or not the battery 50 can be charged by generating power with the motor MG1.

  When the shift position SP is other than the N position and the absolute value of the input limit Win of the battery 50 is equal to or greater than the threshold value Winref, it is determined that the battery 50 can be charged by generating power with the motor MG1, and the intake air amount Qa is determined independently. It is compared with a threshold value Qaref as an upper limit of the range of intake air amount Qa suitable for operation (step S140). Now, when the pre-stop autonomous operation request flag F is a value 1, that is, when a pre-stop autonomous operation request is made (the required power Pe * becomes equal to or less than the stop threshold value Pstop during traveling in the engine operation mode, the engine 22 When the stop condition is satisfied and the engine 22 is requested to operate independently). At this time, the throttle opening TH is reduced to the independent operation throttle opening THidl in accordance with the decrease in the required power Pe * (target torque Te *), but the intake air amount Qa decreases with a delay with respect to this change ( Response delay occurs). Therefore, the process of step S140 is a process of determining whether or not the intake air amount Qa is still large to some extent (not reduced to the range of the intake air amount Qa for independent operation).

  When the intake air amount Qa is larger than the threshold value Qaref, the ignition timing TF1 that is earlier than the ignition timing TFidl for the independent operation is set as the target ignition timing TF * (step S160), and ignition control is performed using the set target ignition timing TF *. (Step S170), and this routine is finished. Here, as the ignition timing TF1, the ignition timing immediately before the request for independent operation before stop is made (when the engine 22 is under load operation), or the efficiency of the engine 22 with respect to the current intake air amount Qa is used. It is possible to use an ignition timing for driving well (an ignition timing that gradually slows down within a range not reaching the self-sustained ignition timing TFidl according to a decrease in the intake air amount Qa). By controlling the engine 22 with such ignition control and controlling the motor MG1 by rotational speed feedback control, the ignition timing of the engine 22 can be set regardless of the intake air amount Qa being somewhat large (greater than the threshold value Qaref). The engine 22 can be efficiently operated as compared with the ignition timing TFidl for the self-sustained operation immediately, and the motor MG1 can generate power using the power from the engine 22. As a result, the energy efficiency of the vehicle can be improved.

  Thus, when the intake air amount Qa decreases below the threshold value Qaref during the ignition control while setting the ignition timing TF1 earlier than the ignition timing TFidl for the independent operation to the target ignition timing TF * (step S140), The ignition timing TFidl is set to the target ignition timing TF * (step S150), ignition control is performed using the set target ignition timing TF * (step S170), and this routine ends. At this time, little power or torque is output from the engine 22, and almost no power is generated by the motor MG1. In addition, since the pre-stop self-sustained operation request flag F is a value 1, that is, when the self-sustained operation request of the engine 22 is a pre-stop self-sustained operation request, the self-sustained operation ignition timing TFidl for a predetermined time is considered. After the engine 22 is autonomously operated (idle operation) with ignition, the fuel injection control and ignition control of the engine 22 are terminated (stopped).

  In steps S120 and S130, when the shift position SP is the neutral position (when the inverter 41 is gate-cut) or when the absolute value of the input limit Win of the battery 50 is less than the threshold value Winref, power is generated by the motor MG1. It is determined that the battery 50 cannot be charged, the stand-alone operation ignition timing TFidl is set to the target ignition timing TF * (step S150), and ignition control is performed using the set target ignition timing TF * (step S170). End the routine. That is, in these cases, the ignition timing of the engine 22 is not set to the above-described ignition timing TF1, but is immediately set to the self-sustained operation ignition timing TFidl. Thereby, when the shift position SP is the neutral position and the inverter 41 is gate-cut off, the engine 22 can be prevented from blowing up. When the absolute value of the input limit Win of the battery 50 is less than the threshold value Winref, the battery It is possible to suppress excessive power from being input to 50 (protect the battery 50).

  FIG. 4 shows the time change of the throttle opening TH, the intake air amount Qa, the ignition timing TF, and the torque Tm1 of the motor MG1 when the required power Pe * decreases to reach the value 0 (when the independent operation is required). It is explanatory drawing which shows an example of a mode. Regarding the ignition timing TF and motor torque Tm1 in the figure, the solid line shows the state of the embodiment, and the alternate long and short dash line shows the state of the comparative example in which the ignition timing TF is delayed as the required power Pe * (throttle opening TH) decreases. . In the comparative example, as indicated by the one-dot chain line in the figure, the required power Pe * suddenly decreases to a value of 0 from time t1 during traveling in the engine operation mode, and the throttle opening TH is accordingly adjusted to the throttle opening THidl for independent operation. If the ignition timing TF is immediately delayed to the self-sustained operation ignition timing TFidl, the motor MG1 despite the intake air amount Qa being somewhat large (not decreasing to the range of the intake air amount Qa for self-supporting operation). The torque Tm1 is substantially zero, and almost no power is generated. On the other hand, in the embodiment, the ignition timing TF is set to the ignition timing TF1 earlier than the self-sustained operation ignition timing TFidl from the time t1 to the time t2 when the intake air amount Qa becomes equal to or less than the threshold value Qaref. Tm1 becomes a negative value, and electric power is generated by the motor MG1. As a result, the engine 22 can be operated efficiently and the power generated by the motor MG1 can be recovered by the battery 50, so that the energy efficiency of the vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, the self-sustained operation request for the engine 22 is the self-sustained operation request before stop (the required power Pe * becomes equal to or less than the stop threshold value Pstop during traveling in the engine operation mode, and the engine 22 is stopped. In the case of the self-sustained operation request when the condition is satisfied), basically, the ignition timing that is earlier than the self-sustained operation ignition timing TFidl when performing the self-sustaining operation (idle operation) until the intake air amount Qa reaches the threshold value Qaref or less. Since the engine 22 and the motor MG1 are controlled so that the engine 22 is operated with the ignition at TF1 and the electric power is generated by the motor MG1, the ignition at the self-sustained operation ignition timing TFidl is performed regardless of the intake air amount Qa. Energy efficiency compared to controlling the engine 22 so that the engine 22 is operated with It can be improved.

  Further, according to the hybrid vehicle 20 of the embodiment, when the self-sustained operation request of the engine 22 is the self-sustained operation request before stop, when the shift position SP is the neutral position (when the inverter 41 is gate-cut), the battery 50 When the absolute value of the input limit Win is less than the threshold value Winref, the engine 22 is controlled so that the engine 22 is operated with ignition at the ignition timing TFidl for independent operation. It is possible to suppress the excessive power input to 50 (protect the battery 50).

  In the hybrid vehicle 20 of the embodiment, when the self-sustained operation request for the engine 22 is the pre-stop self-sustained operation request, the ignition timing of the engine 22 is earlier than the self-sustained operation ignition timing TFidl until the intake air amount Qa reaches the threshold value Qaref or less. The ignition timing TF1 is set, and after the intake air amount Qa reaches the threshold value Qaref or less, the ignition timing of the engine 22 is assumed to be the ignition timing for self-sustaining operation TFidl. Until T11 elapses, the ignition timing of the engine 22 is set to an ignition timing TF1 earlier than the ignition timing TFidl for the independent operation, and after a predetermined time T11, the ignition timing of the engine 22 is set to the ignition timing TFidl for the independent operation. It is good. Here, as the predetermined time T11, a time that is assumed to be required for the intake air amount Qa to reach the threshold value Qaref or less can be used. For example, a fixed value is used, or a self-sustaining operation before stop is made. It is also possible to use a value corresponding to the reduction rate or reduction amount of the required power Pe * immediately before the start.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operated independently, the torque of the motor MG1 is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * (idle rotational speed Nidl). The command Tm1 * is set to control the motor MG1. However, an estimated torque Test estimated to be output from the engine 22 is obtained, and this estimated torque Test is transmitted to the rotating shaft of the motor MG1 via the planetary gear 30. Acting torque (Test · ρ / (1 + ρ): where “ρ” is a torque for canceling the gear ratio of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear) (−Test · ρ / (1 + ρ)) Is set to the torque command Tm1 * of the motor MG1, and the motor MG1 is controlled. Also good. Here, for example, the estimated torque Test is stored in a ROM (not shown) as a map in which the relationship between the intake air amount Qa, the rotational speed Ne, the ignition timing TF, and the like of the engine 22 and the estimated torque Test is determined in advance. If the intake air amount Qa, the rotational speed Ne, the ignition timing TF, and the like are given, they can be derived from the stored map.

  In the hybrid vehicle 20 of the embodiment, the operation when the autonomous operation request of the engine 22 is the autonomous operation request before stop has been described. However, when the required power Pe * and the target torque Te * of the engine 22 decrease, the throttle opening TH Since the intake air amount Qa decreases with a delay with respect to the change, the same processing as in the embodiment may be executed. FIG. 5 is a flowchart illustrating an example of an ignition control routine executed by the engine ECU 24 according to a modification. This routine is repeatedly executed every predetermined time (for example, every several msec) during traveling in the engine operation mode.

  When the ignition control routine of FIG. 5 is executed, the engine ECU 24 first executes a process of inputting data such as the target engine speed Ne *, the target torque Te *, and the intake air amount Qa from the air flow meter 148. (Step S200). Here, the target rotational speed Ne * and the target torque Te * of the engine 22 are set to be traveled in the engine operation mode and input from the HVECU 70 by communication.

  When the data is input in this way, based on the input target rotational speed Ne * and target torque Te * of the input engine 22, the engine 22 can be efficiently operated at an operating point consisting of the target rotational speed Ne * and the target torque Te *. A fuel consumption ignition timing TFef is set as the ignition timing (step S210), and a threshold value Qaref2 is set as an upper limit of the range of the intake air amount Qa suitable for operating the engine 22 at the operating point (step S220). . Here, in the embodiment, the fuel economy ignition timing TFef and the threshold value Qaref2 are set by predetermining the relationship between the target engine speed Ne * and the target torque Te * of the engine 22 and the fuel efficiency ignition timing TFef and the threshold value Qaref2. When the target rotational speed Ne * and the target torque Te * of the engine 22 are given, the corresponding fuel consumption ignition timing TFef and threshold value Qaref2 are derived and set from the stored map.

  Subsequently, it is determined whether or not the target torque Te * (throttle opening TH) of the engine 22 has decreased (step S230). When the target torque Te * has not decreased, that is, has not changed or increased. If so, the fuel ignition timing TFef is set to the target ignition timing TF * (step S250), ignition control is performed using the set target ignition timing TF * (step S270), and this routine is terminated.

  On the other hand, when the target torque Te * of the engine 22 is decreasing, the intake air amount Qa is compared with the threshold value Qaref2 (step S240), and when the intake air amount Qa is greater than the threshold value Qaref2, ignition earlier than the fuel consumption ignition timing TFef is performed. The timing TF2 is set to the target ignition timing TF * (step S260), ignition control is performed using the set target ignition timing TF * (step S270), and this routine is terminated. In general, in the hybrid vehicle 20, the fuel consumption ignition timing TFef is delayed as the throttle opening TH (intake air amount Qa) is smaller. Therefore, the ignition timing TF2 uses the target ignition timing (previous TF *) when the ignition control was performed last time (when the target torque Te * is greater than the current value), or the current intake air amount Qa Thus, it is possible to use an ignition timing for efficiently operating the engine 22 (an ignition timing that gradually becomes slow within a range not reaching the fuel consumption ignition timing TFef in accordance with a decrease in the intake air amount Qa). As a result, the ignition timing of the engine 22 is immediately set to the fuel consumption ignition timing TFef regardless of the intake air amount Qa being larger than the threshold value Qaref2 (the intake air amount Qa has not yet reached the range corresponding to the throttle opening TH). Compared to the above, the power from the engine 22 can be increased and the power generated by the motor MG1 driven and controlled by the rotational speed feedback control can be increased, so that the energy efficiency can be improved.

  If the intake air amount Qa decreases below the threshold value Qaref2 during the ignition control (step S240), the fuel consumption ignition timing TFef is set to the target ignition timing TF * (step S250), and the set target ignition timing is set. Ignition control is performed using TF * (step S270), and this routine is terminated. Thereby, ignition can be performed at the ignition timing according to the operating point of the engine 22.

  According to the hybrid vehicle 20 of the modified example described above, when the target torque Te * of the engine 22 is decreasing, the target rotational speed Ne * and the target torque Te * until the intake air amount Qa reaches the threshold value Qaref2 or less. The motor MG1 is operated as compared with the case where the engine 22 is operated with ignition at the ignition timing TF2 earlier than the fuel efficiency ignition timing TFef according to the engine and the engine 22 is operated with ignition at the fuel efficiency ignition timing TFef. Since the engine 22 and the motor MG1 are controlled so that the power generated by the engine increases, the energy efficiency of the vehicle can be improved.

  In the hybrid vehicle 20 of this modified example, the ignition timing of the engine 22 is set to the fuel consumption ignition timing TFef or an ignition timing TF2 earlier than that depending on whether or not the target torque Te * of the engine 22 is decreasing. Generally, in the hybrid vehicle 20, when the required power Pe * increases, the target torque Te * increases and the throttle opening TH increases, and when the required power Pe * decreases, the target torque Te * decreases and the throttle opens. Since the degree TH tends to decrease, instead of the target torque Te * of the engine 22, the ignition timing of the engine 22 is set to the fuel consumption ignition timing TFef or an earlier ignition timing TF2 according to the required power Pe *. Or depending on the throttle opening TH, the ignition timing of the engine 22 is reduced to the fuel efficiency ignition timing TFef. It may be or shall be the TF2 the early ignition timing than that.

  Further, in the hybrid vehicle 20 of this modified example, when the target torque Te * of the engine 22 is decreasing, the ignition timing of the engine 22 is set to the fuel ignition timing TFef until the intake air amount Qa reaches the threshold value Qaref2 or less. The ignition timing of the engine 22 is assumed to be the ignition timing TFef for the fuel consumption after the intake air amount Qa reaches the threshold value Qaref2 or less after the early ignition timing TF2, but it is predetermined after the target torque Te * starts to decrease. Until the time T12 elapses, the ignition timing of the engine 22 is set to the ignition timing TF2 earlier than the fuel consumption ignition timing TFef, and after the predetermined time T12 elapses, the ignition timing of the engine 22 is set to the fuel consumption ignition timing TFef. Also good. Here, as the predetermined time T12, a time that is assumed to be required for the intake air amount Qa to reach the threshold value Qaref2 or less can be used. For example, a fixed value can be used, or the reduction rate of the target torque Te *. Or a value corresponding to the amount of decrease can be used.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36 connected to the drive wheels 38a and 38b. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 6) different from an axle (an axle connected to drive wheels 38a and 38b) to which drive shaft 36 is connected. .

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As shown, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 connected to the drive wheels 38a and 38b are used to drive part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 8, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38 a and 38 b via the transmission 330 and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “motor”, the battery 50 corresponds to the “battery”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to “control means”. .

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline or light oil as a fuel, and may be any type of engine. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor such as an induction motor. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but can exchange power with a motor, such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of battery may be used. The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the self-sustained operation request of the engine 22 is a self-sustained operation request before stop (the required power Pe * becomes equal to or less than the stop threshold value Pstop during traveling in the engine operation mode, and the engine 22 stop condition is satisfied. Basically, the ignition at the ignition timing TF1 that is earlier than the ignition timing TFidl for the independent operation when performing the independent operation (idle operation) until the intake air amount Qa reaches the threshold value Qaref or less. Is not limited to controlling the engine 22 and the motor MG1 so that the engine 22 is operated and power is generated by the motor MG1, but it depends on the required power required for the vehicle or the target torque of the engine. While the engine is being operated with ignition at the ignition timing for fuel efficiency in order to operate the engine efficiently When the required power or target torque is reduced and the engine and motor are controlled to operate, the engine is operated with an ignition timing earlier than the fuel ignition timing, and with the fuel ignition timing. Any ignition advance power generation control that controls the power generated by the motor to be larger than when the engine is operated may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 70 Electronic control unit (HVECU) for hybrid, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Rake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 134a Purification catalyst, 134b Temperature sensor, 135a Air-fuel ratio Sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 159 knock sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330 transmission, MG, MG1, MG2 motor.

Claims (8)

Engine capable of outputting driving power, motor capable of inputting / outputting power to / from the output shaft of the engine, battery capable of exchanging power with the motor, required power required for the vehicle or target torque of the engine And a control means for controlling the engine and the motor so that the engine travels while being driven with ignition at a fuel-efficient ignition timing for efficiently operating the engine in accordance with the engine. And
When the required power or the target torque decreases, the control means operates the engine with ignition at an earlier ignition timing than the fuel consumption ignition timing and with ignition at the fuel consumption ignition timing. Means for executing ignition advance power generation control for controlling power generated by the motor to be larger than when the engine is operated;
Hybrid car. The hybrid vehicle according to claim 1,
When the required power is reduced and a predetermined transition request is made as a transition request from the load operation to the idle operation in the engine operating state, the control means performs the idling advance power generation control for idle operation. The engine is operated with ignition at an ignition timing earlier than the ignition timing, and is controlled so that power is generated by the motor.
Hybrid car. A hybrid vehicle according to claim 2,
When the predetermined condition is satisfied during the execution of the ignition advance power generation control after the predetermined shift request is made, the control means ends the execution of the ignition advance power generation control and performs an ignition for idling operation. Means for controlling the engine to operate with ignition at a time,
Hybrid car. A hybrid vehicle according to claim 3,
The predetermined condition is a condition that the intake air amount of the engine is reduced to an intake air amount range for idle operation or a condition that a predetermined time has elapsed.
Hybrid car. A hybrid vehicle according to any one of claims 2 to 4,
When the predetermined shift request is made and the shift position is in the neutral position, the control means does not execute the ignition advance power generation control but performs ignition at an ignition timing for idle operation. Means to control to be driven,
Hybrid car. A hybrid vehicle according to any one of claims 2 to 5,
When the absolute value of the maximum allowable input power of the battery is equal to or less than a predetermined value when the predetermined shift request is made, the control means does not execute the ignition advance power generation control and performs an ignition timing for idle operation. Means for controlling the engine to be operated with ignition at
Hybrid car. The hybrid vehicle according to claim 1,
The control means ends the execution of the ignition advance power generation control when a predetermined condition is satisfied while the required power or the target torque decreases and the ignition advance power generation control is being executed. Means for controlling the engine to be operated with ignition at the fuel efficiency ignition timing;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 7,
A planetary gear in which three rotating elements are connected to a driving shaft connected to an axle, an output shaft of the engine, and a rotating shaft of the motor; a second motor having a rotating shaft connected to the driving shaft;
A hybrid car with

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