JP2010221744A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device, capable of suppressing overchage and overdischarge. <P>SOLUTION: The vehicle control device to be mounted on a hybrid vehicle includes a battery and a control means. The control means corrects, when the input limiting width or output limiting width of the battery is smaller than a predetermined value, a target engine speed in shifting from self-sustained operation to charged load operation so that the intake air quantity in the load operation is equal to the intake air quantity in the self-sustained operation. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device mounted on a hybrid vehicle.

  Conventionally, hybrid vehicles using a motor and an engine as power sources are known. This type of hybrid vehicle executes regenerative control in which a motor functions as a generator in a predetermined case, and the generated power is charged in a battery (secondary battery). For example, Patent Document 1 discloses a technique for correcting the amount of intake air before charging as a measure for preventing overcharging of a hybrid vehicle at an extremely low temperature.

JP 2006-327270 A

  By appropriately executing the feedback control of the engine speed (ISC feedback control) and the engine torque feedback control (Pe feedback control) by the throttle valve at the time of the independent operation by the throttle valve, the hybrid vehicle can obtain the intake air amount. It is possible to properly adjust the battery to suppress overcharging of the battery at extremely low temperatures. On the other hand, if there is no learned value of either ISC feedback control or Pe feedback control and the engine shifts to load operation immediately after engine startup, the throttle opening may not be corrected appropriately. Therefore, in this case, the engine output becomes excessive, and the battery may be overcharged. In Patent Document 1, the above problem is not studied at all.

  SUMMARY An advantage of some aspects of the invention is to provide a vehicle control device capable of suppressing overcharge of a battery mounted on a hybrid vehicle.

  In one aspect of the present invention, there is provided a vehicle control device mounted on a hybrid vehicle using an engine and a motor as power sources, and a battery that exchanges electric power with the motor, and intake air supplied to the engine. A throttle valve that adjusts the amount, a first feedback control means that executes feedback control of the engine speed during self-sustained operation by correcting the opening of the throttle valve, and the opening of the throttle valve Thus, the second feedback control means for executing feedback control of the engine torque, the range of the allowable charge power of the battery is narrower than a predetermined width, and the feedback amount of the first feedback control means is learned. Otherwise, after the engine is started, it will run independently until the feedback amount is learned. And a control means for controlling to continue.

  The vehicle control apparatus is mounted on a hybrid vehicle and includes a battery, a throttle valve, first feedback control means, second feedback control means, and control means. The battery is a secondary battery that exchanges power with the motor. The first feedback control means is, for example, an ECU (Electronic Control Unit), and executes feedback control of the engine speed during the independent operation by correcting the opening of the throttle valve. The second feedback control means is, for example, an ECU, and executes engine torque feedback control by correcting the opening of the throttle valve. When the battery charge allowable power is narrower than a predetermined width and the feedback amount of the first feedback control unit has not been learned, the control unit operates independently until the feedback amount is learned after the engine is started. Continue. The predetermined width is set based on an experiment or the like, for example, as a lower limit value of the allowable charging power width where there is no possibility of overcharging. As described above, when the feedback amount of the first feedback control is not learned, the vehicle control device determines that the throttle opening is not properly corrected and overcharge may occur during load operation. Then, the autonomous operation is continued to learn the feedback amount of the first feedback control. That is, the vehicle control device prohibits the load operation until the feedback amount of the first feedback control is learned and the feedback amount is reflected in the throttle opening. By doing in this way, the control apparatus of a vehicle can suppress excessive output of an engine when the width | variety of charge allowable electric power is narrow, and can prevent the overcharge of a battery reliably.

  In another aspect of the vehicle control device described above, the vehicle control device is mounted on a hybrid vehicle using an engine and a motor as power sources, and the battery supplies power to and from the motor, and supplies the power to the engine. A throttle valve that adjusts the amount of intake air that is generated, first feedback control means that executes feedback control of the engine speed during self-sustained operation by correcting the opening of the throttle valve, and opening the throttle valve The feedback amount of the first feedback control means, the second feedback control means for performing feedback control of the engine torque by correcting the degree, and the range of charge allowable power of the battery is narrower than a predetermined width Is not learned, after the engine is started, the second feedback control The fed back amount, and a control means for controlling to set a value to reduce the opening.

  The vehicle control apparatus is mounted on a hybrid vehicle and includes a battery, a throttle valve, first feedback control means, second feedback control means, and control means. The battery is a secondary battery that exchanges power with the motor. The first feedback control means is, for example, an ECU, and executes feedback control of the engine speed during self-sustained operation by correcting the opening of the throttle valve. The second feedback control means is, for example, an ECU, and executes engine torque feedback control by correcting the opening of the throttle valve. The control means has a second feedback control feedback amount after the engine is started when the chargeable power of the battery is narrower than a predetermined width and the feedback amount of the first feedback control means is not learned. Is set to a value that decreases the opening of the throttle valve. As described above, when the feedback amount of the first feedback control is not learned, the vehicle control device determines that the throttle opening is not properly corrected and overcharge may occur during load operation. The throttle opening is reduced by adjusting the feedback amount of the second feedback control. By doing in this way, even if it is a case where it shifts to load driving immediately after engine starting, the control device of vehicles can control overcharge of the battery by excessive engine output.

  In one aspect of the vehicle control apparatus, the control means executes the control only when the feedback amount of the second feedback control is not learned. When the feedback amount of the second feedback control is not learned, it may take time until the throttle opening is corrected based on the second feedback control during load operation. Therefore, the vehicle control device can suppress overcharging of the battery by executing the above-described control means particularly when the feedback amount of the second feedback control is not learned.

  In another aspect of the vehicle control apparatus, the control means sets both the feedback amount of the first feedback control means and the feedback amount of the second feedback control to values that reduce the opening. If so, the feedback amount of the second feedback control is initialized. Here, the initialization of the feedback amount of the second feedback control is the feedback amount of the second feedback control that is set when it is not learned, and is, for example, zero, that is, a value that does not correct the throttle opening. Is set. By doing in this way, the vehicle control device suppresses excessively reducing the throttle opening by the first feedback control and the second feedback control, and suppresses the engine output from becoming excessively small. Can do.

It is a figure which shows an example of a structure of a hybrid vehicle. It is an example of the figure which shows schematic structure of an engine (internal combustion engine). It is an example of the flowchart which shows the process sequence of 1st Embodiment. It is an example of the flowchart which shows the process sequence of 2nd Embodiment. It is an example of the flowchart which shows the process sequence of 3rd Embodiment. It is an example of the flowchart which shows the process sequence of 4th Embodiment. It is an example of the flowchart which shows the process sequence of 5th Embodiment. It is an example of the flowchart which shows the process sequence of 6th Embodiment.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Vehicle configuration]
First, a hybrid vehicle to which a vehicle control device according to each embodiment of the present invention is applied will be described.

  FIG. 1 is a diagram showing a schematic configuration of the vehicle 100. The vehicle 100 mainly includes an engine 1, an axle 2, wheels 3, motors (motor generators) MG 1 and MG 2, a planetary gear 4, an inverter 5, a battery 6, and an ECU 50.

  The engine 1 is a device that generates power by burning a mixture of supplied fuel and air. For example, the engine 1 is configured by a gasoline engine, a diesel engine, or the like. The engine 1 functions as a power source that outputs the main driving force of the hybrid vehicle 100. The engine 1 is controlled variously by the ECU 50. A specific configuration of the engine 1 will be described later.

  The axle 2 is a part of a power transmission system that transmits the power of the engine 1 and the motor MG2 to the wheels 3. The wheel 3 is a wheel of the vehicle 100, and only the left and right front wheels are particularly shown in FIG.

  Motor MG1 is configured to function mainly as a generator for charging battery 6 or a generator for supplying electric power to motor MG2. The motor MG2 is mainly configured to function as an electric motor that assists (assists) the output of the engine 1, and is configured to be able to transmit power to the axle 2. The number of rotations of motor MG2 is controlled by ECU 50.

  These motors MG1 and MG2 are configured as, for example, synchronous motor generators, and include a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field.

  The planetary gear (planetary gear mechanism) 4 is configured to be able to distribute the output of the engine 1 to the motor MG1 and the axle 2 and functions as a power split mechanism.

  The inverter 5 is a DC / AC converter that controls power input / output between the battery 6 and the motors MG1 and MG2. For example, the inverter 5 converts the DC power taken out from the battery 6 into AC power, or supplies AC power generated by the motor MG1 to the motor MG2 and converts the AC power generated by the motor MG1 into DC power. It can be converted to and supplied to the battery 6.

  The battery 6 is a rechargeable storage battery configured to be able to function as a power source for driving the motor MG1 and the motor MG2.

  The ECU 50 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown), and performs various controls on each component in the hybrid vehicle 100. As will be described later, the ECU 50 functions as a first feedback control unit, a second feedback control unit, and a control unit in the present invention.

  The configuration of the vehicle described above is an example, and the configuration to which the present invention can be applied is not limited to this. For example, vehicle 100 may include an external charging device that can charge battery 6 with power from an external power source in addition to the above-described configuration. Further, vehicle 100 may be configured by a motor in which motor MG1 and motor MG2 are integrated instead of the above-described configuration. Hereinafter, the motor MG1 and the motor MG2 are not particularly distinguished and are simply referred to as “motors”.

[Schematic configuration of the engine]
Next, the configuration of the engine 1 will be described with reference to FIG. FIG. 2 shows an example of a schematic configuration diagram of the engine 1 shown in FIG. A solid line arrow in the figure shows an example of a gas flow.

  The engine 1 mainly includes an intake passage 11, a throttle valve 12, a fuel injection valve 14a, an intake valve 14b, an ignition plug 14c, an exhaust valve 14d, a cylinder 15a, a piston 15c, a connecting rod 15d, The exhaust passage 16 and the catalyst 20 are provided. In FIG. 2, only one cylinder 15a is shown for convenience of explanation, but the engine 1 actually has a plurality of cylinders 15a.

  Intake air (air) introduced from outside passes through the intake passage 11, and the throttle valve 12 adjusts the flow rate of intake air passing through the intake passage 11. The opening of the throttle valve 12 is controlled by a control signal S12 supplied from the ECU 50 (hereinafter referred to as “throttle opening D”).

  The intake air that has passed through the intake passage 11 is supplied to the combustion chamber 15b. The fuel injected by the fuel injection valve (injector) 14a is supplied to the combustion chamber 15b.

  Further, the combustion chamber 15b is provided with an intake valve 14b and an exhaust valve 14d. The intake valve 14b controls communication / blocking between the intake passage 11 and the combustion chamber 15b by opening and closing.

  In the combustion chamber 15b, the air-fuel mixture of intake air and fuel supplied as described above is burned by being ignited by the spark plug 14c. In this case, the piston 15c reciprocates by combustion, the reciprocating motion is transmitted to the crankshaft (not shown) via the connecting rod 15d, and the crankshaft rotates. Exhaust gas generated by combustion in the combustion chamber 15 b is exhausted from the exhaust passage 16.

  A catalyst 20 is installed on the exhaust passage 16. The catalyst 20 purifies the exhaust gas of the engine 1. The catalyst 20 is, for example, an oxidation catalyst, DPF (Diesel Particulate Filter), or NOx storage reduction catalyst.

  The accelerator opening sensor 21 detects the amount of depression of an accelerator pedal (not shown), that is, the accelerator opening. The accelerator opening sensor 21 supplies the detected value to the ECU 50 by a detection signal S21.

  The rotation speed sensor 22 generates an output pulse indicating the engine rotation speed. The rotation speed sensor 22 supplies the output pulse to the ECU 50 by the detection signal S22.

  The configuration of the engine 1 described above is an example, and the configuration to which the present invention can be applied is not necessarily limited to this. For example, the fuel injection valve 14a may be installed at a position where it can be directly injected into the cylinder 15a. Further, the shape of the head of the piston 15c is not necessarily limited to a flat shape as shown in FIG. 2, and may have a concave shape.

  Next, control executed by the ECU 50 in common with each embodiment of the present invention will be described with reference to FIG.

  The ECU 50 detects the torque (engine torque) of the engine 1 based on a detection value of a torque sensor or the like (not shown). Further, the ECU 50 determines a command value for the engine torque based on the detection signal S21 supplied from the accelerator opening sensor 21. Further, the ECU 50 determines the sum of the required opening based on idle speed control (ISC) and the required opening determined based on the engine torque command value and the engine speed as the throttle opening D. At the same time, the throttle valve 12 is controlled based on the throttle opening D determined by the control signal S12.

  Further, the ECU 50 feedback-controls the throttle opening D based on the detected engine torque and the command value of the engine torque. Hereinafter, this feedback control is referred to as “Pe feedback control”. Further, the feedback amount of the throttle opening degree D learned by Pe feedback control, that is, the correction amount of the throttle opening degree D learned by Pe feedback control is hereinafter referred to as “PeFB learning value”. The PeFB learning value is reflected in the throttle opening D when there is an output request to the engine 1. In addition, when the PeFB learning value is not held in the memory or the like at the start of execution of the Pe feedback control, the ECU 50 sets a predetermined initial setting value (hereinafter referred to as “PeFB non-learning initial value”). The initial value for feedback control. In the following description, it is assumed that the PeFB non-learning initial value is set to 0 as an example unless otherwise specified.

  Further, the ECU 50 performs feedback control on the engine speed (idling speed) during the self-sustained operation (that is, idling operation) by adjusting the throttle opening D. This feedback control is hereinafter referred to as “ISC feedback control”. Further, the feedback amount of the throttle opening degree D learned by the ISC feedback control, that is, the correction amount of the throttle opening degree D learned by the ISC feedback control is hereinafter referred to as “ISC-FB learning value”. The ISC-FB learning value is always reflected in the throttle opening D. Further, when the ISC feedback control is started, if the ISC-FB learning value is not held in the memory or the like, the ECU 50 determines a predetermined initial setting value (hereinafter referred to as “ISC-FB non-learning initial value”). Is the initial value of ISC feedback control. In the following description, it is assumed that the ISC-FB non-learning initial value is set to 0 as an example unless otherwise specified.

  As a premise of the description to be described later, when the ISC-FB learning value is positively large, the ECU 50 is assumed to act in the direction in which the throttle opening D is increased (open side). When the ISC-FB learning value is negatively large, the ECU 50 acts in a direction (close side) in which the throttle opening D is decreased. The same applies to the PeFB learning value.

  In the following first to sixth embodiments, the control executed by the ECU 50 in the present invention will be specifically described.

[First Embodiment]
First, the control of the ECU 50 in the first embodiment will be described. In the first embodiment, the ECU 50 prohibits the shift to the load operation immediately after the engine 1 is started in a predetermined case, and continues the independent operation until the ISC-FB learning value is generated. As a result, the ECU 50 reliably suppresses overcharge that occurs during the shift to the load operation.

  This will be specifically described. First, when starting the engine 1, the ECU 50 determines whether or not the allowable charging power of the battery 6 (hereinafter referred to as “input limit Win”) is narrow due to the outside air temperature being extremely low. . Specifically, first, the ECU 50 calculates the width of the input restriction Win. The ECU 50 calculates the width of the input restriction Win by referring to a predetermined map or the like based on a detection value of a temperature sensor (not shown) installed in the battery 6, for example. Then, the ECU 50 determines whether or not the width of the input restriction Win is narrower than a predetermined width (hereinafter referred to as “predetermined width TH0”). In this case, the predetermined width TH0 is set to an appropriate value based on, for example, experiments. Specifically, the predetermined width TH0 may cause overcharging of the battery 6 when the hybrid vehicle 100 shifts to charge load operation (also simply referred to as “load operation”) immediately after the engine 1 is started. Set to the lower limit of no value. Here, the load operation refers to an operation state in which the engine 1 is operated at a predetermined output and power is generated by the motor using a part of the power from the engine 1.

  If it is determined that the width of the input restriction Win is narrow, the ECU 50 next has a remaining capacity (SOC: State of Charge) of the battery 6 equal to or less than a predetermined value (hereinafter referred to as “predetermined value TH1”). It is determined whether or not. Here, the predetermined value TH1 is set to an appropriate value through experiments or the like. For example, the predetermined value TH1 is set to an upper limit value that requires a load operation to be executed immediately after the engine 1 is started. Thereby, the ECU 50 can predict whether or not the load operation is executed immediately after the engine 1 is started.

  Next, the ECU 50 determines whether or not the ISC-FB learning value is held in the memory of the ECU 50 or the like. In other words, the ECU 50 determines whether or not the ISC-FB learning value has been erased due to the battery 6 being cleared or the like. Thereby, the ECU 50 determines whether or not the throttle opening D is appropriately corrected by the ISC feedback control. Hereinafter, the presence of the ISC-FB learning value generated by the ISC feedback control in the memory or the like is expressed as “there is an ISC feedback control learning history”. Further, the fact that the ISC-FB learning value generated by the ISC feedback control does not exist in the memory or the like is expressed as “there is no learning history of ISC feedback control”.

  In addition to this, the ECU 50 determines whether or not the PeFB learning value is held in the memory or the like of the ECU 50. In other words, the ECU 50 determines whether or not the PeFB learning value is erased due to the battery 6 being cleared or the like. Thus, the ECU 50 determines whether or not the throttle opening D is appropriately corrected by Pe feedback control.

  Then, when there is no learning history of ISC feedback control and learning history of Pe feedback control, the ECU 50 prohibits the load operation and continues the independent operation until the ISC-FB learning value is generated. Here, “self-sustained operation” refers to an operating state of the engine 1 in which the engine 1 operates at idling speed and load operation is not performed. And ECU50 starts load driving, when an ISC-FB learning value is generated. Then, the ECU 50 reflects the ISC-FB learning value in the throttle opening D during load operation. Thereby, ECU50 can adjust throttle opening D at the time of load driving appropriately, and can suppress overcharge based on excessive output of engine 1 reliably.

  This process will be supplementarily described. When the input restriction Win is narrow at an extremely low temperature and there is no learning history of ISC feedback control and no learning history of Pe feedback control, the ECU 50 determines the throttle opening D based on the initial value of ISC-FB non-learning (usually 0). Correct. However, in general, the ECU 50 cannot generate an ISC-FB learning value during load operation. Accordingly, when the engine 1 is shifted to the load operation immediately after the engine 1 is started in this state, the throttle opening D is not properly adjusted by the ISC feedback control during the load operation. In other words, the throttle opening D is not properly corrected until it is adjusted by Pe feedback control. As a result, there is a possibility that the output of the engine 1 becomes excessive due to a large intake air amount during the load operation, and the battery 6 is overcharged.

  Considering the above, when there is no learning history of ISC feedback control and learning history of Pe feedback control at extremely low temperatures, load operation immediately after starting is prohibited, and autonomous operation is performed until ISC feedback control is executed. Thereby, the ECU 50 can suppress overcharge of the battery 6.

(Processing flow)
Next, a processing procedure in the first embodiment will be described. FIG. 3 is an example of a flowchart showing a procedure of processing executed by the ECU 50 in the first embodiment. The ECU 50 repeatedly executes the processing of the flowchart shown in FIG. 3 according to a predetermined cycle, for example, when the vehicle is traveling.

  First, the ECU 50 determines whether or not the width of the input restriction Win is narrow at an extremely low temperature (step S101). Specifically, the ECU 50 determines whether or not the width of the input restriction Win is narrower than a predetermined width TH0. When it is determined that the width of the input restriction Win is narrow at the time of extremely low temperature (step S101; Yes), that is, when the width of the input restriction Win is narrower than the predetermined width TH0, the ECU 50 advances the process to step S102. On the other hand, when it is determined that the width of the input restriction Win is not narrow, not at the time of extremely low temperature (step S101; No), that is, when the width of the input restriction Win is equal to or larger than the predetermined width, the ECU 50 It is determined that there is no fear, and the process of the flowchart ends.

  Next, the ECU 50 determines whether or not the SOC is equal to or less than a predetermined value TH1 (step S102). Thereby, ECU 50 determines whether or not hybrid vehicle 100 forcibly shifts to load operation immediately after engine 1 is started. When the SOC is equal to or less than the predetermined value TH1 (step S102; Yes), the ECU 50 determines that the load operation is executed after the hybrid vehicle 100 is started, and advances the process to step S103. On the other hand, when the SOC is larger than the predetermined value TH1 (step S102; No), the ECU 50 determines that the operation is not shifted to the load operation and ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is a learning history of ISC feedback control and a learning history of Pe feedback control (step S103). When there is no learning history of ISC feedback control and no learning history of Pe feedback control (step S103; Yes), the ECU 50 advances the process to step S104. On the other hand, when either the learning history of ISC feedback control or the learning history of Pe feedback control exists (step S103; No), the ECU 50 sets the throttle opening D appropriately during the load operation, and the battery 6 is overloaded. It is determined that there is no risk of charging, and the process of the flowchart is terminated.

  Next, the ECU 50 determines whether or not there is an engine start request (step S104). And when there exists an engine starting request | requirement (step S104; Yes), ECU50 advances a process to step S105. On the other hand, when there is no engine start request (step S104; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 prohibits the load operation and starts the engine 1 by the independent operation (step S105). Thereby, ECU50 operates ISC feedback control and produces | generates an ISC-FB learning value.

  Then, the ECU 50 determines whether or not a certain time width has elapsed after the engine is started (step S106). That is, the ECU 50 determines whether or not a certain time width has elapsed after the execution of the ISC feedback control. At this time, the fixed time width is set to an appropriate value through experiments or the like. Thereby, ECU50 determines whether the ISC-FB learning value was produced | generated. If it is determined that a certain time span has elapsed after the engine is started (step S106; Yes), the ECU 50 determines that an ISC-FB learning value has been generated, and cancels the prohibition of load operation (step S107). Thereafter, the ECU 50 starts the load operation and charges the battery 6. In this case, the ECU 50 determines the throttle opening D based on an appropriate ISC-FB learning value. Therefore, the ECU 50 can appropriately adjust the intake air amount and suppress overcharge.

  On the other hand, when it is determined that the predetermined time width has not elapsed after the engine is started (step S106; No), the ECU 50 determines that the ISC-FB learning value is not generated and continues the independent operation. An ISC-FB learning value is generated.

(Modification)
In the above description, the ECU 50 prohibits the load operation immediately after starting only when neither the learning history of ISC feedback control nor the learning history of Pe feedback control exists. However, the configuration to which the present invention is applicable is not limited to this. For example, instead of this, the ECU 50 may prohibit the load operation immediately after the engine 1 is started when there is no learning history of ISC feedback control even if there is a learning history of Pe feedback control.

  Specifically, the ECU 50 determines the load immediately after starting when the width of the input limit Win is narrower than the predetermined width TH0, the SOC is smaller than the predetermined value TH1, and there is no learning history of ISC feedback control. Prohibit driving. Then, the ECU 50 continues the autonomous operation until the ISC-FB learning value is generated. That is, the ECU 50 shifts to load operation after the ISC-FB learning value is generated.

  Thereby, even if it is a case where it shifts to load operation immediately after starting of engine 1, ECU50 can control overcharge at the time of load operation more certainly.

[Second Embodiment]
In the second embodiment, instead of the control of the first embodiment, when there is no learning history of ISC feedback control and no learning history of Pe feedback control, the ECU 50 sets the initial value of Pe feedback control (PeFB non-learning initial value). A predetermined negative value is set. Thereby, the ECU 50 prevents the battery 6 from being overcharged.

  This will be specifically described. The ECU 50 first determines whether or not the width of the input restriction Win is narrow as in the first embodiment, and determines whether or not the load operation is executed based on the SOC. Further, the ECU 50 determines whether or not there is a learning history of ISC feedback control and a learning history of Pe feedback control.

  If the input restriction Win is narrow and the load operation is predicted to be executed, and there is no learning history of ISC feedback control and learning history of Pe feedback control, the ECU 50 sets the PeFB non-learning initial value to zero. A predetermined negative value “Nf” is set. The negative value Nf is set to an appropriate value through experiments or the like. Specifically, the negative value Nf is set to an initial value that can suppress overcharging of the battery 6 when the load operation is started after the engine 1 is started. Therefore, in this case, the ECU 50 adjusts the throttle opening D based on the negative value Nf until the PeFB learning value is learned. As a result, the throttle opening D is corrected to the closing side.

  By doing so, the ECU 50 can suppress excessive output of the engine 1 and reliably suppress overcharging of the battery 6 even when the engine 1 is shifted to load operation immediately after the engine 1 is started. it can.

(Processing flow)
Next, a processing procedure in the second embodiment will be described. FIG. 4 is an example of a flowchart illustrating a procedure of processing executed by the ECU 50 in the second embodiment. The ECU 50 repeatedly executes the processing of the flowchart shown in FIG. 4 according to a predetermined cycle, for example, when the vehicle is traveling.

  First, the ECU 50 determines whether or not the width of the input restriction Win is narrow at an extremely low temperature (step S201). When it is determined that the width of the input restriction Win is narrow at the time of extremely low temperature (step S201; Yes), the ECU 50 advances the process to step S202. On the other hand, when it is determined that the width of the input restriction Win is not narrow (not at the time of extremely low temperature) (step S201; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not the SOC is equal to or less than a predetermined value TH1 (step S202). If the SOC is equal to or less than the predetermined value TH1 (step S202; Yes), the ECU 50 advances the process to step S203. On the other hand, when the SOC is greater than the predetermined value TH1 (step S202; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is a learning history of ISC feedback control and a learning history of Pe feedback control (step S203). If there is no learning history for ISC feedback control and no learning history for Pe feedback control (step S203; Yes), the ECU 50 advances the process to step S204. On the other hand, when either the learning history of ISC feedback control or the learning history of Pe feedback control exists (step S203; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is an engine start request (step S204). And when there exists an engine starting request | requirement (step S204; Yes), ECU50 advances a process to step S205. On the other hand, when there is no engine start request (step S204; No), the ECU 50 ends the process of the flowchart.

  When there is an engine start request, the ECU 50 sets the PeFB non-learning initial value to the negative value Nf and starts the engine 1 (step S205). By doing so, the ECU 50 can adjust the throttle opening D to the closed side so that the output of the engine 1 does not become excessive even when the engine 1 shifts to load operation immediately after the engine 1 is started. . Therefore, the ECU 50 can suppress overcharging of the battery 6.

(Modification)
In the above description, the ECU 50 sets the initial value of the Pe feedback amount to the negative value Nf only when neither the learning history of ISC feedback control nor the learning history of Pe feedback control exists. However, the method to which the present invention is applicable is not limited to this. For example, instead of this, even if the learning history of Pe feedback control exists and the learning history of ISC feedback control does not exist, the ECU 50 negates the feedback amount (PeFB learning value) of Pe feedback control. The value Nf may be set. Also by this, ECU50 can suppress more reliably the overcharge resulting from transfer to the load driving | operation immediately after starting.

[Third Embodiment]
In the third embodiment, instead of or in addition to the first and second embodiments, the ECU 50 prohibits the load operation when the load operation is being executed and there is no learning history of ISC feedback control, and in a predetermined case. The ISC-FB learning value is generated by executing the autonomous operation.

  This will be specifically described. When the load operation is being executed and there is no learning history of ISC feedback control, the ECU 50 determines whether it is possible to learn the ISC-FB learning value by shifting to the independent operation. In this case, the ECU 50 determines whether or not it is possible to shift to the self-sustained operation in order to learn the ISC-FB learning value in consideration of the remaining amount of SOC, the cooling water temperature of the engine 1, and the like.

  When it is determined that the ISC-FB learning value can be learned, the ECU 50 shifts to a self-sustaining operation and generates a learning history of ISC feedback control. At this time, the ECU 50 continues the autonomous operation until a learning history of ISC feedback control is generated. And after producing | generating an ISC-FB learning value, ECU50 transfers to load operation again as needed.

  By doing in this way, ECU50 can produce | generate an ISC-FB learning value at an early stage. Therefore, for example, the ECU 50 can suppress repetition of independent operation and load operation in a state where there is no learning history of ISC feedback control. That is, the ECU 50 can suppress the repeated occurrence of noise and vibration due to the absence of the ISC-FB learning value when shifting to the independent operation.

(Processing flow)
Next, a processing procedure in the third embodiment will be described. FIG. 5 is an example of a flowchart showing a procedure of processing executed by the ECU 50 in the third embodiment. The ECU 50 repeatedly executes the processing of the flowchart shown in FIG. 5 according to a predetermined cycle, for example, when the vehicle is traveling.

  First, the ECU 50 determines whether or not the width of the input restriction Win is extremely low at a very low temperature (step S301). And when it is judged that the width | variety of the input restriction | limiting Win is narrow at very low temperature (step S301; Yes), ECU50 advances a process to step S302. On the other hand, when it is determined that the input restriction Win is not narrow at the time of extremely low temperature (step S301; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not the charging load operation is being executed (step S302). If the charging load operation is being executed (step S302; Yes), the ECU 50 advances the process to step S303. On the other hand, when the charging load operation is not being executed (step S302; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not a learning history of ISC feedback control can be generated (step S303). Specifically, it is determined whether or not the self-sustaining operation can be executed during the period in which the learning history of ISC feedback control is generated. If the learning history of ISC feedback control can be generated (step S303; Yes), the ECU 50 advances the process to step S304. On the other hand, when it is determined that the learning history of the ISC feedback control cannot be generated (step S303; No), the ECU 50 ends the process of the flowchart.

  Next, when it is determined that the learning history of ISC feedback control can be generated, the ECU 50 prohibits the load operation and shifts to a self-sustained operation. Then, the ECU 50 starts ISC feedback control (step S304).

  Next, the ECU 50 determines whether or not a learning history of ISC feedback control has been generated (step S305). When the learning history of the ISC feedback control is generated (step S305; Yes), the ECU 50 cancels the prohibition of the load operation (step S306). On the other hand, when the learning history of ISC feedback control has not been generated (step S305; No), the ECU 50 continues to execute ISC feedback control and generates the learning history of ISC feedback control.

[Fourth Embodiment]
In the fourth embodiment, the ECU 50 replaces the control of the third embodiment with the PeFB learning value when there is no learning history of the ISC feedback control at the time of transition from the load operation during execution of Pe feedback control to the independent operation. The initial value of the feedback amount of the ISC feedback control, that is, the initial value of ISC-FB non-learning is determined based on the above. As a result, the ECU 50 reliably prevents the engine 1 from blowing up during the transition to the independent operation.

  This will be specifically described. First, the ECU 50 determines whether the input operation Win is narrow and the load operation is being executed at a very low temperature. Further, the ECU 50 determines whether or not there is a learning history of ISC feedback control and determines whether or not Pe feedback control is being executed. Moreover, ECU50 determines whether it transfers to a self-sustained operation.

  When the ECU 50 determines that there is no learning history of ISC feedback control at the time of extremely low temperature, Pe feedback control is being executed, and the transition from the load operation to the independent operation is made, the ISC-FB is based on the PeFB learning value. Determine the non-learning initial value.

  Next, a specific example of a method for determining the ISC-FB non-learning initial value based on the PeFB learning value will be described. For example, the ECU 50 sets a value obtained by multiplying the current PeFB learning value by a predetermined coefficient as the ISC-FB non-learning initial value. The above-mentioned coefficients are set appropriately in advance based on, for example, experiments. As another example, the ECU 50 sets the ISC-FB non-learning initial value by referring to a predetermined map from the current PeFB learning value. The above map is set to an appropriate value based on, for example, experiments. As yet another example, the ECU 50 sets the ISC-FB non-learning initial value to a predetermined value when the absolute value of the PeFB learning value is greater than or equal to a predetermined value. These predetermined values are set to appropriate values based on experiments or the like. At this time, for example, when the PeFB learning value is a negative value, the ECU 50 sets the ISC-FB non-learning initial value to a predetermined negative value, and when the PeFB learning value is a positive value, the ISC-FB non-learning initial value. Is set to a predetermined positive value.

  As described above, the ECU 50 can appropriately set the ISC-FB non-learning initial value even when the hybrid vehicle 100 shifts from the load operation to the independent operation without the ISC-FB learning value. . Therefore, the ECU 50 can suppress the blow-up of the engine 1 that occurs at the time of transition from the load operation to the independent operation.

(Processing flow)
Next, a processing procedure in the fourth embodiment will be described. FIG. 6 is an example of a flowchart showing a procedure of processing executed by the ECU 50 in the fourth embodiment. The ECU 50 repeatedly executes the processing of the flowchart shown in FIG. 6 according to a predetermined cycle when the vehicle is running, for example.

  First, the ECU 50 determines whether or not the width of the input restriction Win is extremely low at a very low temperature (step S401). And when it is judged that the width | variety of the input restriction | limiting Win is narrow at very low temperature (step S401; Yes), ECU50 advances a process to step S402. On the other hand, when it is determined that the input restriction Win is not narrow and not extremely low (step S401; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not the charging load operation is being performed (step S402). If the charging load operation is being performed (step S402; Yes), the ECU 50 advances the process to step S403. On the other hand, when the charging load operation is not being performed (step S402; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not Pe feedback control is being executed (step S403). If the Pe feedback control is being executed (step S403; Yes), the ECU 50 advances the process to step S404. On the other hand, when Pe feedback control is not being executed (step S403; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is a learning history of ISC feedback control (step S404). If there is no learning history of ISC feedback control (step S404; Yes), the ECU 50 advances the process to step S405. On the other hand, when there is a learning history of ISC feedback control (step S404; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not to shift to the independent operation (step S405). And when it is judged that it shifts to independent operation (Step S405; Yes), ECU50 performs processing of Step S406 and Step S407. That is, the ECU 50 sets the ISC-FB non-learning initial value based on the PeFB learning value (step S406). Then, the ECU 50 shifts to a self-sustained operation (Step S407). In this self-sustained operation, the throttle opening D is appropriately adjusted by the ISC-FB non-learning initial value. Therefore, the ECU 50 can suppress an excessive increase in the amount of intake air due to the large throttle opening D during the transition to the independent operation, and can suppress the engine 1 from blowing up.

  On the other hand, when not shifting to the independent operation (step S405; No), that is, when the charge load operation is continued, the ECU 50 determines that the ISC feedback control is not executed, and ends the process of the flowchart.

[Fifth Embodiment]
In the fifth embodiment, in addition to or instead of the first to fourth embodiments, the ECU 50 erases the PeFB learning value when learning of ISC feedback control is completed in a predetermined case. By doing in this way, ECU50 suppresses that the throttle opening D is correct | amended to the close side excessively.

  This will be specifically described. First, the ECU 50 confirms that there is a learning history of Pe feedback control and no learning history of ISC feedback control. When this condition is satisfied, the ECU 50 next monitors whether learning of ISC feedback control is started. When the ISC feedback control is started due to the independent operation, the ECU 50 waits until the learning of the ISC feedback control is completed, that is, until the ISC-FB learning value is generated.

  When learning of the ISC feedback control is completed, the ECU 50 determines whether or not both the PeFB learning value and the ISC-FB learning value are negative values. When both the PeFB learning value and the ISC-FB learning value are negative values, the ECU 50 deletes the PeFB learning value. Thus, in the Pe feedback control, the ECU 50 corrects the throttle opening D using the PeFB non-learning initial value (usually 0) until a new PeFB learning value is generated.

  As described above, the ECU 50 can suppress the throttle opening degree D from being excessively corrected to the closing side due to the simultaneous execution of Pe feedback control and ISC feedback control. Accordingly, the ECU 50 can suppress an excessive decrease in the output of the engine 1.

(Processing flow)
Next, a processing procedure in the fifth embodiment will be described. FIG. 7 is an example of a flowchart showing a procedure of processing executed by the ECU 50 in the fifth embodiment. The ECU 50 repeatedly executes the processing of the flowchart shown in FIG. 7 according to a predetermined cycle, for example, when the vehicle is traveling.

  First, the ECU 50 determines whether or not the width of the input restriction Win is extremely low at a very low temperature (step S501). And when it is judged that the width | variety of the input restriction | limiting Win is narrow at very low temperature (step S501; Yes), ECU50 advances a process to step S502. On the other hand, when it is determined that the input restriction Win is not narrow and not extremely low (step S501; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is a learning history of Pe feedback control (step S502). If there is a learning history of Pe feedback control (step S502; Yes), the ECU 50 advances the process to step S503. On the other hand, when there is no learning history of Pe feedback control (step S502; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not there is a learning history of ISC feedback control (step S503). And when there is no learning history of ISC feedback control (Step S503; Yes), ECU50 advances processing to Step S504. On the other hand, when there is a learning history of ISC feedback control (step S503; No), the ECU 50 ends the process of the flowchart.

  Then, the ECU 50 determines whether or not learning of ISC feedback control is started (step S504). When learning of ISC feedback control is started (step S504; Yes), the ECU 50 advances the process to step S505. On the other hand, when learning of ISC feedback control is not started (step S504; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not an ISC feedback control learning history has been generated (step S505). When the learning history of ISC feedback control is generated (step S505; Yes), the ECU 50 advances the process to step S506. On the other hand, when the learning history of ISC feedback control is not generated (step S505; No), the ECU 50 continues to monitor whether or not the learning history of ISC feedback control is generated.

  Then, after generating the learning history of ISC feedback control, the ECU 50 determines whether or not both the ISC-FB learning value and the PeFB learning value are negative values (step S506).

  When both the ISC-FB learning value and the PeFB learning value are negative values (step S506; Yes), the ECU 50 deletes the PeFB learning value (step S507). Thereby, the ECU 50 can suppress the throttle opening degree D from being excessively corrected to the closing side.

  On the other hand, when either the ISC-FB learning value or the PeFB learning value is a positive value (step S506; No), the ECU 50 determines that there is no possibility that the throttle opening degree D is excessively controlled to the closing side, The process of the flowchart ends.

[Sixth Embodiment]
In the sixth embodiment, the ECU 50 prohibits Pe feedback control when performing warm-up control of the catalyst 20 using load operation by a motor. Thereby, the change of the throttle opening degree D resulting from Pe feedback control is prevented, and emission deterioration is suppressed.

  This will be specifically described. When the catalyst 20 has not reached the predetermined activation temperature, the ECU 50 suppresses the amount of intake air and suppresses the generation of exhaust gas, and supplements the required torque based on the accelerator opening by driving the motor under load. Thereby, ECU50 warms up the catalyst 20 to activation temperature. At this time, the ECU 50 prohibits the Pe feedback control and does not reflect the PeFB learning value in the throttle opening D.

  This will be supplementarily described. When the PeFB learning value is positive, the throttle opening D is corrected to the open side, so the intake air amount increases. Therefore, in this case, the amount of intake air increases and exhaust gas exceeding the amount that can be purified by the catalyst 20 is exhausted, which may deteriorate emissions.

  In consideration of the above, the ECU 50 prohibits Pe feedback control when performing warm-up control of the catalyst 20 using load operation by a motor. Thereby, ECU50 can suppress emission deterioration reliably.

(Processing flow)
Next, a processing procedure in the sixth embodiment will be described. FIG. 8 is an example of a flowchart showing a procedure of processing executed by the ECU 50 in the sixth embodiment. The ECU 50 repeatedly executes the process of the flowchart shown in FIG. 8 according to a predetermined cycle, for example, when the vehicle is traveling.

  First, the ECU 50 determines whether or not the width of the input restriction Win is very low at a very low temperature (step S601). If it is determined that the width of the input restriction Win is very low at a very low temperature (step S601; Yes), the ECU 50 advances the process to step S602. On the other hand, when it is determined that the input restriction Win is not narrow and not extremely low (step S601; No), the ECU 50 ends the process of the flowchart.

  Next, the ECU 50 determines whether or not catalyst warm-up control using load operation by the motor is being executed (step S602). When the catalyst warm-up control using the load operation by the motor is being executed (step S602; Yes), the ECU 50 prohibits Pe feedback control (step S603). Thereby, the ECU 50 suppresses an excessive increase in the intake air amount when the catalyst 20 is not sufficiently warmed up, and suppresses the deterioration of emissions. On the other hand, when the catalyst warm-up control using the load operation by the motor is not being executed (step S602; No), the ECU 50 ends the process of the flowchart.

(Modification)
In addition to the control of the sixth embodiment, the ECU 50 may prohibit the Pe feedback control only when the PeFB learning value is a positive value. That is, the ECU 50 executes the catalyst warm-up control using the load operation by the motor, and prohibits the Pe feedback control when the PeFB learning value is a positive value. Also by this, the ECU 50 can prevent the intake air amount from increasing excessively and suppress the deterioration of emissions.

1 Engine 2 Axle 3 Wheel 4 Planetary Gear 5 Inverter 6 Battery 11 Intake Passage 12 Throttle Valve 14a Fuel Injection Valve 14b Intake Valve 14c Spark Plug 14d Exhaust Valve 15a Cylinder 15c Piston 15d Connecting Rod 16 Exhaust Passage 20 Catalyst 50 ECU
MG1, MG2 motor

Claims (4)

A vehicle control device mounted on a hybrid vehicle having an engine and a motor as power sources,
A battery that exchanges power with the motor;
A throttle valve for adjusting the amount of intake air supplied to the engine;
First feedback control means for performing feedback control of engine speed during self-sustaining operation by correcting the opening of the throttle valve;
Second feedback control means for performing feedback control of engine torque by correcting the opening of the throttle valve;
When the chargeable power of the battery is narrower than a predetermined width and the feedback amount of the first feedback control means is not learned, the autonomous operation is performed until the feedback amount is learned after the engine is started. Control means for performing control to continue,
A vehicle control apparatus comprising: A vehicle control device mounted on a hybrid vehicle having an engine and a motor as power sources,
A battery that exchanges power with the motor;
A throttle valve for adjusting the amount of intake air supplied to the engine;
First feedback control means for performing feedback control of engine speed during self-sustaining operation by correcting the opening of the throttle valve;
Second feedback control means for performing feedback control of engine torque by correcting the opening of the throttle valve;
When the allowable charging power of the battery is narrower than a predetermined width and the feedback amount of the first feedback control means is not learned, the feedback amount of the second feedback control is set after starting the engine. Control means for performing control to set the opening to a value that reduces the opening;
A vehicle control apparatus comprising:   The vehicle control device according to claim 1, wherein the control unit executes the control only when the feedback amount of the second feedback control is not learned.   When the feedback amount of the first feedback control unit and the feedback amount of the second feedback control are both set to values that reduce the opening degree, the control unit feedback of the second feedback control The vehicle control device according to any one of claims 1 to 3, wherein the amount is initialized.

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