JP-2026074691-A - Control system for hybrid vehicles

Abstract

[Problem] The problem is to provide a control device for a hybrid vehicle that ensures deceleration. [Solution] A control device for a hybrid vehicle having an engine, a motor capable of generating electricity using the power of the engine, and a battery capable of charging with the electricity generated by the motor, comprising: a determination unit that determines whether or not the execution of fuel cut for the engine is restricted, the charging of the battery is restricted, and there is a request for deceleration of the hybrid vehicle; and a control unit that, if the determination unit makes an affirmative determination, controls the fuel injection amount, ignition timing, throttle opening, and variable valve timing mechanism of the engine to perform output reduction control that reduces the output of the engine compared to when the determination unit makes a negative determination. [Selection Diagram] Figure 3

Inventors

• 山本 義和

Assignees

• トヨタ自動車株式会社

Dates

Publication Date

20260507

Application Date

20241021

Claims (1)

1. A control device for a hybrid vehicle having an engine, a motor capable of generating electricity using the power of the engine, and a battery capable of charging the electricity generated by the motor, A determination unit that determines whether the execution of fuel cut-off for the engine is restricted, the charging of the battery is restricted, and whether or not there is a request for deceleration of the hybrid vehicle, If the determination unit makes a positive determination, the control unit controls the fuel injection amount, ignition timing, throttle opening, and variable valve timing mechanism of the engine to perform output reduction control, thereby reducing the engine output compared to when the determination unit makes a negative determination. A control device for hybrid vehicles equipped with the following features.

Description

This invention relates to a control device for hybrid vehicles. Vehicle deceleration can be ensured by cutting off engine fuel. However, the execution of fuel cut may be restricted under certain conditions (see, for example, Patent Document 1). Japanese Patent Publication No. 2023-156705 This is a schematic diagram of a hybrid vehicle.This is a schematic diagram of the engine's configuration.This is a flowchart illustrating deceleration control. [Overview of Hybrid Vehicle Configuration] Figure 1 is a schematic diagram of the hybrid vehicle 1 of this embodiment. This hybrid vehicle 1 includes an ECU (Electronic Control Unit) 100, an engine 10, a first motor generator (hereinafter referred to as "first MG (Motor Generator)") 14, a second motor generator (hereinafter referred to as "second MG") 15, a PCU (Power Control Unit) 17, a battery 18, a power split mechanism 50, a transmission mechanism 51, a reduction mechanism 52, and drive wheels 53. The engine 10 is a gasoline engine, but is not limited to this and may be a diesel engine. The engine 10, the first MG 14, and the second MG 15 are the power sources for driving the hybrid vehicle 1. Both the first MG14 and the second MG15 have the function of a motor that outputs torque when power is supplied, and the function of a generator that generates regenerative power when torque is applied. Specifically, the first MG14 and the second MG15 are AC rotating electric machines. An AC rotating electric machine is, for example, a permanent magnet synchronous motor equipped with a rotor in which permanent magnets are embedded. The first MG14 and the second MG15 are electrically connected to the battery 18 via the PCU17. The PCU17 includes a first inverter that exchanges power with the first MG14, a second inverter that exchanges power with the second MG15, and a converter. The converter boosts the power from the battery 18 and supplies it to the first and second inverters, and steps down the power supplied from the first and second inverters and supplies it to the battery 18. The first inverter converts the DC power from the converter into AC power and supplies it to the first MG14, and converts the AC power from the first MG14 into DC power and supplies it to the converter. The second inverter converts the DC power from the converter into AC power and supplies it to the second MG15, and converts the AC power from the second MG15 into DC power and supplies it to the converter. In other words, the PCU 17 charges the battery 18 using the regenerative power generated by the first MG 14 or the second MG 15, and drives the first MG 14 or the second MG 15 using the power charged by the battery 18. The battery 18 is composed of multiple stacked batteries. These batteries are, for example, rechargeable batteries such as nickel-metal hydride batteries or lithium-ion batteries. The power split mechanism 50 mechanically connects the crankshaft of the engine 10, the rotating shaft of the first MG 14, and the output shaft of the power split mechanism 50. The power split mechanism 50 is, for example, a planetary gear mechanism comprising a sun gear, planetary carrier, pinion gear, and ring gear. The output shaft of the power split mechanism 50 is connected to the transmission mechanism 51. The rotating shaft of the second MG 15 is also connected to the transmission mechanism 51. The transmission mechanism 51 is connected to the reduction mechanism 52, and the driving forces of the engine 10, the first MG 14, and the second MG 15 are transmitted to the drive wheels 53 via the transmission mechanism 51 and the reduction mechanism 52. The reduction mechanism 52 is a multi-stage automatic transmission that changes the gear ratio by changing the gear ratio under the control of the ECU 100. This allows the reduction mechanism 52 to switch between multiple power transmission states. The ECU 100 is an electronic control unit comprising an arithmetic processing circuit that performs various calculations related to vehicle driving control, and a memory that stores control programs and data. The ECU 100 is an example of a control device for a hybrid vehicle 1, and functionally implements the determination unit and control unit described in detail later. The ECU 100 receives signals from the ignition switch 71, water temperature sensor 72, crankshaft position sensor 73, airflow meter 74, SOC (State of Charge) sensor 75, and accelerator pedal position sensor 76. The water temperature sensor 72 detects the temperature of the engine 10's coolant. The crankshaft position sensor 73 detects the engine speed, which is the rotational speed of the engine 10's crankshaft. The airflow meter 74 detects the amount of intake air introduced into the engine 10. The SOC sensor 75 detects the charge level of the battery 18. The accelerator pedal position sensor 76 detects the operating position of the accelerator pedal 91. The ECU 100 controls acceleration and deceleration based on the accelerator pedal input.