JP2011011648A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain smooth running of a vehicle by controlling assist of the driving force of the vehicle by a motor in accordance with road gradient information in the traveling direction of the vehicle.
The present invention provides a control device for a hybrid vehicle. The control device determines that there is a gentle inclination in the traveling direction of the vehicle based on the gradient information from the navigation device, and the change amount of the accelerator pedal detected by the accelerator pedal change amount detection means is less than a predetermined value, From a speed maintenance determination unit that determines that the vehicle speed should be maintained constant, a gradient load calculation unit that calculates a gradient load in the traveling direction of the vehicle based on gradient information from the navigation device, and a gradient load calculation unit Assist control means for controlling the assist of the driving force of the vehicle by the motor according to the gradient load.
[Selection] Figure 3

Description

  The present invention relates to a control device for a hybrid vehicle, and more specifically, to a control device for a hybrid vehicle that controls assist of a driving force of the vehicle by a motor in accordance with road gradient information in the traveling direction of the vehicle.

  Patent Document 1 discloses an automatic cruise control device for a hybrid vehicle. This control device discloses that the engine is driven and assisted by a motor according to the road surface condition, or the motor is regeneratively operated to maintain the target vehicle speed.

JP 2001-157305 A

  The invention described in Patent Document 1 is based on the premise that an auto cruise control device that can travel while maintaining the target vehicle speed without the driver performing an accelerator operation is used. Therefore, the invention described in Patent Document 1 is not effective in a hybrid vehicle that does not include an auto cruise control device.

  Therefore, the present invention controls smooth driving of a vehicle in a hybrid vehicle that does not include an automatic cruise control device by controlling the assist of the driving force of the vehicle by a motor in accordance with road gradient information in the traveling direction of the vehicle. The purpose is to maintain.

  An object of the present invention is to maintain smooth running of a vehicle in a hybrid vehicle that does not include an automatic cruise control device by controlling the assist of the driving force of the vehicle by a motor in accordance with the driver's intention to travel. .

  The present invention relates to an internal combustion engine and a motor for driving a vehicle, an accelerator pedal change amount detecting means for detecting a change amount of an accelerator pedal, storage means for storing map data and road gradient information of the map data, and There is provided a control device for a hybrid vehicle including a navigation device including a current position detecting means for detecting a current position of the vehicle. The control device determines that there is a gentle inclination in the traveling direction of the vehicle based on the gradient information from the navigation device, and the change amount of the accelerator pedal detected by the accelerator pedal change amount detection means is less than a predetermined value, From a speed maintenance determination unit that determines that the vehicle speed should be maintained constant, a gradient load calculation unit that calculates a gradient load in the traveling direction of the vehicle based on gradient information from the navigation device, and a gradient load calculation unit Assist control means for controlling the assist of the driving force of the vehicle by the motor according to the gradient load.

  According to the present invention, by controlling the assist of the driving force of the vehicle by the motor according to the gradient load calculated based on the gradient information of the road in the traveling direction of the vehicle, without providing an automatic cruise control device, A smooth running of the vehicle can be maintained while maintaining the driving force. In particular, in the case of a gentle slope (slow slope), it is possible to prevent the driver from decelerating or accelerating without noticing the slope and to travel according to the driver's intention. Further, since the driving force of the vehicle is assisted by the motor, fuel is not consumed unnecessarily.

  According to one aspect of the present invention, when the speed maintenance determination unit determines that the vehicle speed should be kept constant, the gradient load calculation unit calculates the assist amount or the regeneration amount by the motor corresponding to the gradient load. To do.

  According to this aspect of the present invention, the driver's intention of constant speed traveling is provided without providing an automatic cruise control device, and constant speed traveling is maintained while assisting or regenerating the driving force of the vehicle by the motor. be able to.

  According to one aspect of the present invention, when the traveling direction of the vehicle is an uphill and the amount of depression of the accelerator pedal detected by the accelerator pedal change amount detection means is greater than or equal to a predetermined value, the gradient load calculation means is A driving force corresponding to the depression amount is calculated, and a difference between the calculated driving force and the gradient load is set as an assist amount by the motor.

  According to this aspect of the present invention, the assist amount of the driving force by the motor is adjusted according to the depression amount of the accelerator pedal, so that the assist amount by the motor is optimized according to the driving intention of the driver on the uphill. Can do.

  According to one aspect of the present invention, when the traveling direction of the vehicle is a downhill and the return amount of the accelerator pedal detected by the accelerator pedal change amount detecting means is equal to or greater than a predetermined value, the gradient load calculating means A driving force corresponding to the return amount is calculated, and a difference between the calculated driving force and the gradient load is set as a regeneration amount by the motor.

  According to this aspect of the present invention, since the regeneration amount by the motor is adjusted according to the depression amount of the accelerator pedal, the regeneration amount by the motor can be optimized according to the driving intention of the driver on the downhill.

  According to one aspect of the present invention, the hybrid vehicle further includes at least one of an atmospheric pressure detection unit that detects atmospheric pressure and a weight detection unit that detects the weight of the vehicle, and the gradient load calculation unit includes the atmospheric pressure detection unit. The assist amount or the regeneration amount by the motor is corrected according to at least one of the detected decrease amount of atmospheric pressure and the increase amount of vehicle weight detected by the weight detection means.

  According to this aspect of the present invention, the assist amount or regenerative amount by the motor is corrected in accordance with the vehicle weight or atmospheric pressure, so the vehicle weight (number of people, mounted amount, etc.) and travel location (whether flat or highland, etc.) Accordingly, the vehicle can be run or the battery can be charged more appropriately.

  According to an aspect of the present invention, the hybrid vehicle further includes a battery charge amount detection unit that detects the charge amount of the battery, a drive force control unit that controls the drive force of the internal combustion engine, and a speed ratio that controls the transmission of the vehicle. When the battery charge amount detected by the battery charge amount detection means is smaller than a predetermined amount, the assist control means controls the driving force of the internal combustion engine by the driving force control means instead of the assist by the motor. And at least one of control of the transmission gear ratio by the transmission gear ratio control means.

  According to this aspect of the present invention, when the charge amount of the battery is small, the driving force control unit controls the driving force of the internal combustion engine or the transmission gear ratio control unit controls the transmission gear ratio to respond to the gradient load. The driving force can be provided to maintain smooth vehicle travel.

It is a block diagram which shows the structure of the whole hybrid vehicle of this invention. It is a figure which shows the example of arrangement | positioning of a hybrid vehicle. It is a block diagram which shows the structural example of the control apparatus and navigation apparatus of this invention. It is an example of the control flow by the control apparatus of this invention. It is an example of the control flow by the control apparatus of this invention. It is a figure for demonstrating correction | amendment of the assist amount or regeneration amount by a motor.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of the entire hybrid vehicle according to the embodiment of the present invention.

  Hybrid vehicle 100 includes a drive system 14 driven by engine 10 or motor 12. The motor 12 and the drive system 14 are connected to the battery 16. The engine 10 and the motor 12 are controlled by electronic control units (hereinafter referred to as “ECU”) 18 and 19, respectively. ECU1 and ECU2 are computers provided with a central processing unit (CPU) and a memory. The two ECUs 1 and 2 are connected to the control device 20 according to the present invention. The control device 20 is a computer including a central processing unit (CPU) and a memory. Details of the control device 20 will be described later. The hybrid vehicle 100 further includes a navigation device 22, an accelerator opening sensor 24 that detects a change amount of an accelerator pedal (not shown), an atmospheric pressure sensor 26 that detects atmospheric pressure, and a weight sensor 28 that detects vehicle weight.

  In the hybrid vehicle of FIG. 1, the motor 12 is caused to function as an electric motor or a generator depending on the traveling state of the vehicle. For example, when the driver depresses the accelerator pedal and accelerates, the drive of the drive system 14 is assisted by causing the motor 12 to function as an electric motor. At the time of deceleration, the motor 12 is caused to function as a generator so that a regenerative braking force is generated by the motor 12 and the kinetic energy of the vehicle is charged to the battery 16 as electric energy.

  FIG. 2 is a diagram illustrating an arrangement example of the hybrid vehicle. The embodiment of the present invention is applicable to any arrangement example of (a) to (c). In FIG. 2A, the engine 10 and the motor 12 are disposed on the front wheel 33 side. Reference numerals 34 and 38 are differential machines (Diff), and reference numeral 40 is a transmission. The transmission ratio of the transmission 40 is controlled by transmission ratio control means (not shown). In the description after FIG. 3, the arrangement of FIG. 2A is assumed. In FIG. 2B, the motor 42 is also disposed on the rear wheel 36 side. The motor 12 on the front wheel 33 side assists in driving the front wheel 33. The motor 42 on the rear wheel 36 side assists in driving the rear wheel 36. In FIG. 2C, the two motors 12 and 44 are disposed on the front wheel 33 side. Each motor 12, 44 changes the assist amount in a timely manner and assists while cooperating (distributing) driving of the front wheels 33. In addition, (a)-(c) is an example and the arrangement | positioning which combined at least one part of these may be sufficient.

  FIG. 3 is a block diagram illustrating a configuration example of the control device 20 and the navigation device 22 of FIG. The function of each block is realized by a computer included in the control device 20 or the navigation device 22. Note that these two devices may be configured as one device. For example, the configuration of the control device 20 may be incorporated in the navigation device 22 or the ECU 2 (reference numeral 19). The control device 20 includes a speed maintenance determination unit 50, a gradient load calculation unit 52, and an assist control unit 54. The speed maintenance determination unit 50 determines whether or not the vehicle speed should be maintained constant. The gradient load calculation means 52 calculates the gradient load in the traveling direction of the vehicle. The assist control means 54 controls the assist of the driving force of the vehicle by the motor 12. The control device 20 is connected to the ECUs 1 and 2 (reference numerals 18 and 19), the accelerator opening sensor 24, the atmospheric pressure sensor 26, and the weight sensor 28 shown in FIG. The control device 20 is further connected to a battery remaining amount (charge amount) sensor 30. Details of the operation of the control device 20 will be described later.

  3 includes a storage unit 56, a current position detection unit 58 that detects the current position of the vehicle, an output unit 60, and an input unit 62. The output unit 60 includes a display and a speaker. Information on the destination and waypoint is input to the navigation device 22 via the input unit 62. In the present embodiment, the display of the output unit 60 has a touch panel function. The input unit 62 is realized by the touch panel. A voice input function via a microphone may be added as the input unit 62.

  The storage means 56 of the navigation device 22 is realized by any storage means (storage medium, HDD, etc.). The storage means 56 stores map data and road gradient information of the map data. The map data includes data necessary for drawing a map image on the display screen of the output unit 60. The map data further includes road data indicating information regarding the connection state of the road. The road data includes attribute information indicating attributes for each road. The attribute information includes information on the road type, road shape, road gradient, and the like. The road gradient information includes information such as the grade of the gradient (gradient, gentle gradient, medium gradient, flag for classifying a large gradient, etc.), and the distance the gradient continues. The current position detector 58 calculates the current position of the vehicle from the GPS signal 64. The current position of the vehicle may be calculated from the vehicle speed 66 or the signal 68 of the gyro sensor by another method (for example, an autonomous method).

  The navigation device 22 can include a communication unit (not shown) having a communication function for acquiring real-time traffic information from a predetermined server. The traffic information includes, for example, information on traffic jams, construction work, traffic regulations, and the like. Further, the map data and gradient information stored in the storage means 56 may be acquired as real-time information or as regular update information using this communication function. The acquired road information is stored in the storage means 56, then displayed on the display of the output unit 60, and output as sound from a speaker as necessary.

  FIG. 4 is an example of a control flow by the control device 20 of the present invention. FIG. 4 shows an example in which the vehicle travels uphill. The flow in FIG. 4 is executed by a CPU built in the control device 20. In step S102, it is determined whether or not there is a gentle slope (slope) of the road in the traveling direction of the vehicle. The determination is performed using road gradient information from the navigation device 22. The reason is to determine the assist control that is required before proceeding to a road with a gentle slope. The gradient information includes the degree of gradient described above. If there is no gentle gradient, the control ends (70).

  Whether or not there is a gradual gradient is determined depending on whether the gradient corresponds to a predetermined gradient (A%, for example, 3%) or whether the gradient is in a predetermined range (B% or less, for example, 5% or less). judge. Thereby, a gentle gradient (slow slope) is selected except for a steep slope (uphill). The contents of this criterion can be arbitrarily determined. When information indicating that there is a gentle slope traffic jam area in the traveling direction is obtained from the navigation device 22, it may be determined that there is a gentle slope in step S102. As described above, when setting the determination criterion, it is preferable to set in advance information on a slope that is not desired to cause a speed change when the amount of change in the accelerator opening is small. In addition, as a criterion for determining a gentle gradient, the vehicle speed decreases within a predetermined range from the gradient value and distance information until the current driving force completes the climb (descent when descending) (within the predetermined range when descending) It may be determined depending on whether or not to increase. In other words, there is a slope determined that the vehicle speed decreases within a predetermined range (in the case of down, increases within the predetermined range) before climbing up with the current driving force from the gradient value and distance information (when down, down). If there is, it may be determined that there is a gentle gradient ahead.

  Furthermore, prior to step S102, when information on an automobile-only road such as a highway in the traveling direction is obtained from the navigation device 22 and the vehicle enters the road, the determination in step S102 may be performed. This is because on highways and the like, there are many gentle slopes that last for a relatively long time, and it is predicted that there are many situations where the control method of the present invention is effective.

  If it is determined that there is a gentle gradient, it is determined in step S104 whether the change amount of the accelerator pedal is less than a predetermined value. The determination is made using the change amount of the accelerator pedal detected by the accelerator opening sensor 24 of FIG. The reason why the criterion is less than the predetermined value is that when the change amount of the accelerator pedal is small, it can be estimated that the driver seeks constant speed travel. Conversely, when the change amount of the accelerator pedal is large, the driver's intention of deceleration or acceleration can be estimated.

If the change amount of the accelerator pedal is less than the predetermined value, the gradient load in the traveling direction of the vehicle is calculated in step S106. The gradient load means an engine output (driving force) that is additionally required for traveling on a road having a predetermined gradient at the current vehicle speed. In other words, the gradient load is an output that is additionally required for a certain amount of gradient with respect to traveling on flat ground. The calculation is performed as follows based on gradient information from the navigation device. The current vehicle speed is obtained from the current (traveling) vehicle speed 66 obtained from the navigation device 22. The predetermined gradient is the gradient (gradient) obtained in step 102. The total engine output Ptu necessary for constant speed traveling at the current vehicle speed on the uphill is larger than the engine output Pfu necessary for current traveling (flat ground traveling). Therefore, the gradient load Psu [N · m] obtained as a unit of driving force can be obtained by the equation (1) as a difference between the total engine output Ptu and the output Pfu in the current travel.
Psu = Ptu-Pfu (1)

When the change amount of the accelerator pedal is less than the predetermined value, the driver's intention to travel at a constant speed can be estimated. Here, the predetermined value is about several percent (for example, about 4%). That is, it means the amount of change or less that can be determined that the driver has consciously operated the accelerator pedal. Therefore, in order to maintain the constant speed running, it is necessary to assist the engine output by the motor 12 by the amount of the gradient load Psu [N · m] obtained by the equation (1). That is, the assist amount Pm [N · m] obtained by the motor as a unit of driving force is equal to the gradient load Psu [N · m] (equation (2)).
Pm = Psu (2)

  The output required for constant speed driving on the uphill can be ensured by the assist amount Pm obtained by the motor in this way, so avoiding the occurrence of traffic congestion when decelerating against the driver's intention. Can do. Thereby, even when the conventional automatic cruise control device is not provided, it is possible to perform a constant speed operation in accordance with the driver's intention to travel on the uphill.

If the change amount of the accelerator pedal is equal to or greater than the predetermined value, the direction of change of the accelerator pedal is determined in step S108. When the accelerator pedal is changing in the direction in which the accelerator pedal is depressed, the process proceeds to step S110. In step S110, an engine output Psa corresponding to the depression amount of the accelerator pedal is calculated. Next, in step S112, as in the case of step S106, the gradient load Psu [N ··· is calculated from the total engine output Ptu required for constant speed traveling and the output Pfu in the current traveling using the equation (1). m] Calculate. Next, an assist amount Pm [N · m] of engine output by the motor 12 is calculated by the equation (3).
Pm = Psu−Psa (3)

  As is apparent from the equations (2) and (3), the assist amount Pm of the driving force by the motor 12 is reduced by the engine output Psa corresponding to the depression amount of the accelerator pedal.

  When the accelerator pedal is depressed more than a predetermined amount, the driver's intention to increase the speed or the intention of more aggressive constant speed driving can be estimated. By calculating the assist amount Pm by the motor of the formula (3), it is possible to avoid a decrease in output on the uphill, and thus it is possible to ensure traveling according to the driver's intention.

  When the accelerator pedal changes in the direction in which the accelerator pedal is returned (including the case where the accelerator pedal is released), the assist control by the motor 12 is not performed (72). This is because the driver's intention to decelerate can be inferred.

  Next, in step S114, it is determined whether the calculated assist amount Pm has a positive value. Since this case is intended for climbing, it is expected that the assist amount Pm often has a positive value from the equations (1) and (2). When the assist amount Pm does not have a positive value, the amount of depression of the accelerator pedal is large (Psa is large), and the assist amount Pm calculated by Expression (3) is equal to or less than zero. When the assist amount Pm does not have a positive value, the assist control by the motor 12 is not performed (74). When the assist amount Pm has a positive value, the process proceeds to the next step S116.

  In step S116, it is determined whether or not the driving force is assisted by the motor 12. When the charge amount of the battery detected by the battery remaining amount (charge amount) sensor 30 (FIG. 3) is larger than a predetermined amount, the ECU 2 (FIG. 1) is instructed to perform assist control by the motor 12 in step S118. . More specifically, the ECU 2 is instructed to assist the output of the engine 10 by the motor 12 by the calculated assist amount Pm. The predetermined amount can be set arbitrarily, but can be set as, for example, a charge amount (power) corresponding to the assist amount Pm.

  When the charge amount of the battery detected by the battery remaining amount (charge amount) sensor 30 is less than a predetermined amount, the assist by the motor 12 is not performed. Instead, in step S120, at least one of output control of the engine 10 or control of the transmission ratio of the transmission 40 is instructed to the ECU 1 (FIG. 1). More specifically, the ECU 1 (FIG. 1) is instructed to increase the output of the engine 10 by the calculated assist amount Pm. The engine output can be increased, for example, by increasing the intake amount by increasing the opening of the throttle valve and / or increasing the lift amount of the intake valve. Alternatively, an instruction to lower the gear ratio of the transmission 40 (shift down) is issued so that the output torque increases.

  FIG. 5 is another example of the control flow by the control device 20 of the present invention. FIG. 5 is an example when the vehicle travels on a downhill. The flow in FIG. 5 is executed by a CPU built in the control device 20. Since the flow in FIG. 5 has many parts that are basically the same as the flow in FIG. 4, in the following description, the description is simplified if it overlaps with FIG. 4. In step S202, it is determined whether or not there is a gentle road gradient in the traveling direction of the vehicle. The determination method is the same as step S102 in FIG. If there is no gentle gradient, the control ends (76). For the same reason as in FIG. 4, when information on a motorway such as a highway in the traveling direction is obtained from the navigation device 22 before step S202 and the vehicle enters the road, step S202 is performed. You may make it perform determination.

If it is determined that there is a gentle gradient, it is determined in step S204 whether the change amount of the accelerator pedal is less than a predetermined value. The determination method is the same as step S104 in FIG. If the change amount of the accelerator pedal is less than the predetermined value, the gradient load in the traveling direction of the vehicle is calculated in step S206. The calculation method is the same as step S106 in FIG. In the case of downhill, the total engine output Ptd necessary for constant speed traveling is smaller than the engine output Pfd necessary for current traveling (flat ground traveling). Therefore, the gradient load Psd [N · m] obtained as a unit of driving force can be obtained by the equation (4) as a difference between the total engine output Ptd and the output Pfd in the current travel.
Psd = Pfd−Ptd (4)

When the change amount of the accelerator pedal is less than the predetermined value, the driver's intention to travel at a constant speed can be estimated. Therefore, in order to maintain constant speed running, the battery 16 is charged (regenerated) with the amount of electricity (electric power) corresponding to the gradient load Psd [N · m] obtained by the equation (4). That is, the regeneration Cm [N · m] by the motor obtained as a unit of driving force is equal to the gradient load Psd [N · m] obtained by the equation (4) (equation (5)).
Cm = Psd (5)

  The regeneration amount Cm by the motor thus obtained makes it possible to regenerate output that is not required for constant speed driving on a downhill, so that acceleration contrary to the driver's intention can be avoided. As a result, even when the conventional automatic cruise control device is not provided, it is possible to perform a constant speed operation along the driver's intention to travel on the downhill.

If the amount of change in the accelerator pedal is equal to or greater than the predetermined value, the direction of change in the accelerator pedal is determined in step S208. If the accelerator pedal is changing in the direction to return the accelerator pedal, in step S210, an engine output Psr corresponding to the return amount of the accelerator pedal is calculated. Here, the return means an appropriate amount of return that does not lead to release of the accelerator pedal. Next, in step S212, as in the case of step S206, the gradient load Psd [N ··· is calculated from the total engine output Ptd required for constant speed running and the output Pfd in the current running using equation (4). m] Calculate. Next, the regeneration amount Cm [N · m] by the motor 12 obtained as a unit of driving force is calculated by the equation (6).
Cm = Psd−Psr (6)

  As is clear from the equations (5) and (6), the regeneration amount Cm by the motor 12 is reduced by the engine output Psr corresponding to the return amount of the accelerator pedal.

  When the accelerator pedal is returned by a predetermined amount or more, the driver's intention to decelerate or more actively maintain the constant speed can be estimated. By obtaining the regeneration amount Cm by the motor of the formula (6), it is possible to avoid an output that is more than necessary on a downhill, and it is possible to ensure traveling according to the driver's intention.

  When the accelerator pedal changes in the direction in which the accelerator pedal is depressed, the assist control by the motor 12 is not performed (78). This is because the driver's willingness to accelerate can be inferred.

  When the accelerator pedal is released, the engine 10 is braked on the downhill. In step S214, the output Pb [N · m] for the engine / brake becomes the regeneration amount Cm by the motor 12.

  Next, in step S216, it is determined whether the calculated regeneration amount Cm has a positive value. Since this case is intended for a downhill, the regenerative amount Cm is expected to have a positive value in many cases from the equations (4) and (5). When the regeneration amount Cm does not have a positive value, the amount of return of the accelerator pedal is large (Psr is large), and the regeneration amount Cm calculated by the equation (6) is equal to or less than zero. When the regeneration amount Cm does not have a positive value, the assist control (regeneration) by the motor 12 is not performed (80). When the regeneration amount Cm has a positive value, the process proceeds to the next step S218.

  In step S218, it is determined whether or not regeneration by the motor 12 is appropriate (possibility). When the battery charge amount detected by the battery charge amount sensor 30 (FIG. 3) is smaller than a predetermined amount (upper limit value), in step S220, the ECU 2 (FIG. 1) is instructed to perform regenerative control by the motor 12. . More specifically, the ECU 2 is instructed to charge the battery 16 by the regenerative amount Cm calculated by the motor 12.

  When the detected charge amount of the battery satisfies a predetermined amount (upper limit value), regeneration by the motor 12 is not performed. This is because the battery charge is already saturated. Instead, in step S222, the ECU 1 (FIG. 1) is instructed to perform at least one of output control of the engine 10 or control of the transmission ratio of the transmission 40. More specifically, the ECU 1 (FIG. 1) is instructed to reduce the output of the engine 10 by the calculated assist amount Cm. The engine output can be reduced, for example, by reducing the intake amount by reducing the throttle valve opening and / or reducing the intake valve lift. Alternatively, an instruction to lower the gear ratio of the transmission 40 (shift down) is issued in order to strengthen the engine brake.

  In this way, deceleration and acceleration unintended by the driver can be prevented in a gentle gradient (slow inclination) that the driver does not notice. In addition, although the driver is conscious of a gentle slope, the current speed can be maintained even when the amount of increase in engine output is small, resulting in a driving that greatly deviates from the driver's driving intention. Can be prevented.

  FIG. 6 is a diagram for explaining the correction of the assist amount or the regeneration amount by the motor 12. FIG. 6A shows the relationship between the vehicle weight and the corresponding correction coefficient. The vehicle weight is detected by the weight sensor 28 (FIG. 1) and input to the control device 20. The control device 20 performs correction corresponding to the following contents. Specifically, the assist amount Pm calculated by the equations (1) to (3) or the regeneration amount Cm calculated by the equations (4) to (6) is multiplied by the correction coefficient. The correction factor is 1 until the vehicle weight exceeds the basic weight. Although the basic weight can be arbitrarily set, for example, it corresponds to the vehicle weight when one driver has almost no other installed amount. When the vehicle weight exceeds the basic weight, the assist amount correction coefficient increases as the weight increases. This is because the required driving force increases as the weight increases, so that the driving force can be increased. Conversely, when the vehicle weight exceeds the basic weight, the regeneration amount correction coefficient becomes smaller as the weight increases. For the same reason, the amount of regeneration that can be used for charging the battery decreases as the weight increases.

  FIG. 6B shows the relationship between the atmospheric pressure and the corresponding correction coefficient. The atmospheric pressure is detected by the atmospheric pressure detecting means 26 (FIG. 1) and input to the control device 20. The control device 20 performs correction corresponding to the following contents. This correction coefficient is multiplied by the assist amount Pm or the regeneration amount Cm as in the case of FIG. The correction coefficient is 1 until the atmospheric pressure becomes less than 1 atmosphere. As the atmospheric pressure becomes smaller than 1 atmosphere, the assist amount correction coefficient increases. This is because when the air pressure decreases, the intake air amount of the engine decreases, the air-fuel ratio increases, and the engine output decreases. Therefore, it is necessary to compensate for the decrease. Conversely, the regeneration amount correction coefficient becomes smaller as the atmospheric pressure becomes smaller than 1 atm. For the same reason, the amount of regeneration that can be used for charging the battery decreases as the atmospheric pressure decreases. Since the atmospheric pressure decreases as the altitude increases, the same correction may be performed based on the altitude data acquired via the navigation device 22 instead of monitoring the atmospheric pressure.

  The above-described embodiment is an example, and the present invention is not limited to this. Various modifications are possible without departing from the spirit of the present invention. The present invention is basically applicable to a vehicle having any configuration as long as it is a hybrid vehicle.

DESCRIPTION OF SYMBOLS 10 Engine 12, 42 Motor 14 Drive system 16 Battery 18 ECU1
19 ECU2
DESCRIPTION OF SYMBOLS 20 Control apparatus 22 Navigation apparatus 24 Accelerator opening sensor 26 Atmospheric pressure sensor 28 Weight sensor 30 Battery charge amount sensor 33 Front wheel 34,38 Differential machine 36 Rear wheel 40 Transmission 60 Output part 62 Input part 100 Hybrid vehicle

Claims (6)

Internal combustion engine and motor for driving vehicle, accelerator pedal change amount detecting means for detecting change amount of accelerator pedal, storage means for storing map data and road gradient information of the map data, and current position of vehicle A navigation device including a current position detecting means for detecting
When it is determined from the gradient information from the navigation device that there is a gentle inclination in the traveling direction of the vehicle, and the change amount of the accelerator pedal detected by the accelerator pedal change amount detection means is less than a predetermined value, Speed maintaining determination means for determining that the speed of the vehicle should be kept constant;
Gradient load calculating means for calculating a gradient load in the traveling direction of the vehicle based on the gradient information from the navigation device;
Assist control means for controlling assist of the driving force of the vehicle by the motor according to the gradient load from the gradient load calculation means;
A control device.   The gradient load calculation unit calculates an assist amount or a regeneration amount by the motor corresponding to the gradient load when the speed maintenance determination unit determines that the vehicle speed should be maintained constant. Item 2. The control device according to Item 1.   When the traveling direction of the vehicle is an uphill and the amount of depression of the accelerator pedal detected by the accelerator pedal change amount detection unit is equal to or greater than a predetermined value, the gradient load calculation unit calculates the amount of depression of the accelerator pedal. The control device according to claim 1, wherein a corresponding driving force is calculated, and a difference between the calculated driving force and the gradient load is set as an assist amount by the motor.   When the traveling direction of the vehicle is a downhill and the return amount of the accelerator pedal detected by the accelerator pedal change amount detection means is a predetermined value or more, the gradient load calculation means sets the return amount of the accelerator pedal. The control device according to claim 1 or 2, wherein a corresponding driving force is calculated, and a difference between the calculated driving force and the gradient load is set as a regeneration amount by the motor. The hybrid vehicle further includes at least one of atmospheric pressure detection means for detecting atmospheric pressure and weight detection means for detecting the weight of the vehicle,
The gradient load calculating means may determine the amount of assist by the motor or at least one of the decrease amount of atmospheric pressure detected by the atmospheric pressure detection means and the increase amount of vehicle weight detected by the weight detection means. The control device according to claim 1, wherein the regeneration amount is corrected. The hybrid vehicle further includes a battery charge amount detection means for detecting a charge amount of the battery, a drive force control means for controlling the drive force of the internal combustion engine, and a gear ratio control means for controlling a gear ratio of the transmission of the vehicle. With
When the charge amount of the battery detected by the battery charge amount detection means is smaller than a predetermined amount, the assist control means controls the driving force of the internal combustion engine by the driving force control means instead of assisting by the motor. 6. The control device according to claim 1, wherein the control device instructs at least one of control of the speed ratio by the speed ratio control means.

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