CA2247659C - Control system for hybrid vehicle - Google Patents

Control system for hybrid vehicle Download PDF

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Publication number
CA2247659C
CA2247659C CA002247659A CA2247659A CA2247659C CA 2247659 C CA2247659 C CA 2247659C CA 002247659 A CA002247659 A CA 002247659A CA 2247659 A CA2247659 A CA 2247659A CA 2247659 C CA2247659 C CA 2247659C
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CA
Canada
Prior art keywords
engine
electric motor
valve
regenerative
intake
Prior art date
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Expired - Fee Related
Application number
CA002247659A
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French (fr)
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CA2247659A1 (en
Inventor
Yoshikazu Oshima
Hideki Minami
Yusuke Tatara
Toru Yano
Yutaka Tamagawa
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
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Publication of CA2247659A1 publication Critical patent/CA2247659A1/en
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Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
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    • B60L2240/36—Temperature of vehicle components or parts
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    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
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    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/915—Specific drive or transmission adapted for hev
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio

Abstract

A control system controls a hybrid vehicle having an engine for rotating a drive axle, an electric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive control circuit for controlling the electric motor, and electric energy storage means for storing electric energy. The control system has an intake air control unit for controlling an amount of intake air supplied to the engine, and an exhaust gas recirculation control valve for controlling recirculation of exhaust gases from an exhaust system of the engine to an intake system of the engine. A control unit operates the intake air control unit to reduce the amount of intake air and operating the exhaust gas recirculation control valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.

Description

CONTROL SYSTEM FOR HYBRID VEHICLE
BACKGROUND OF THE INVENTION
Field of the Invention:
The present invention relates to a control sys-tem for controlling a hybrid vehicle having an internal combustion engine and an electric motor as separate propul-sion sources, and more particularly to a control system for controlling a hybrid vehicle in regenerating electric en-ergy with an electric motor.
Description of the Related Art:
There have heretofore been known hybrid vehicles each having an internal combustion engine and an electric motor as separate propulsion sources. There has also been proposed a control system for controlling a hybrid vehicle to increase the regenerative efficiency of an electric mo-for when it operates in a regenerative mode at the time the hybrid vehicle is decelerating. For example, a control system disclosed in Japanese laid-open patent publication No. 8-112190 fully opens an electrically controlled throt-tle valve when the electric motor operates in the regenera-tive mode at the time the hybrid vehicle is decelerating.
The amount of intake air supplied to the engine is thus made greater than when the throttle valve remains closed in the regenerative mode. Accordingly, a mechanical energy loss due to pumping losses of the engine is reduced, and the kinetic energy of the hybrid vehicle can efficiently be recovered as regenerated energy.
However, when the throttle valve is fully opened in the regenerative mode, a large amount of cold fresh air flows through the engine into its exhaust system. The in-troduced cold fresh air cools a three-way catalytic con-verter in the exhaust system, tending to impair emission characteristics of the three-way catalytic converter.
SUMMARY OF THE INVENTION
It is therefore an object of the present inven-tion to provide a control system for controlling a hybrid vehicle having an internal combustion engine and an elec-tric motor to reduce pumping losses of the engine to in-crease the regenerative efficiency when the kinetic energy of the hybrid vehicle is converted into electric energy in a regenerative mode when the hybrid vehicle is decelerat-ing, and to reduce the influx of air into an exhaust system of the engine for thereby preventing a reduction in the temperature of a catalytic converter in the exhaust system and also counteracting emission characteristics of the cata-lytic converter from being impaired.
Another object of the present invention is to provide a control system for reducing pumping losses of an internal combustion engine of a hybrid vehicle by control-ling an exhaust gas recirculation valve which controls the recirculation of exhaust gases from an exhaust pipe to an intake pipe of the engine.
- 2 -Still another object of the present invention is to provide a control system for reducing pumping losses of an internal combustion engine of a hybrid vehicle by con-trolling an intake valve or an exhaust valve.
Yet still another object of the present inven-tion is to provide a control system for controlling an ex-haust gas recirculation valve, an intake valve, or an ex-haust valve for reducing pumping losses of an internal com-bustion engine of a hybrid vehicle, based on a regeneration limiting quantity.
To accomplish the above objects, there is pro-vided in accordance with the present invention a control system for controlling a hybrid vehicle having an engine for rotating a drive axle, an electric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive control circuit for controlling the electric motor, and electric energy storage means for storing electric energy, comprising intake air control means for controlling an amount of intake air supplied to the engine, an exhaust gas recirculation control valve for controlling recirculation of exhaust gases from an exhaust system of the engine to an intake system of the engine, and control means for operating the intake air control means to reduce the amount of intake air and operating the exhaust gas recirculation control valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
- 3 -The control system further comprises regenera-tive quantity establishing means for establishing a regen-erative quantity depending on a vehicle speed of the hybrid vehicle when the hybrid vehicle is decelerating, and regen-eration limiting quantity establishing means for establish-ing a regeneration limiting quantity to limit the regenera-tive quantity depending on a remaining capacity of the electric energy storage means, the control means comprising means for operating the exhaust gas recirculation control valve in a closing direction based on the regeneration lim-iting quantity established by the regeneration limiting quantity establishing means.
According to the present invention, there is also provided a control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle, an elec-tric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive con-trol circuit for controlling the electric motor, and elec-tric energy storage means for storing electric energy, com-prising intake air control means for controlling an amount of intake air supplied to the engine, intake valve actuat-ing means for actuating an intake valve of the engine, and control means for operating the intake air control means to reduce the amount of intake air and controlling the intake valve actuating means to operate the intake valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
- 4 -According to the present invention, there is further provided a control system for controlling a hybrid vehicle having an engine for rotating a drive axle, an electric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive control circuit for controlling the electric motor, and electric energy storage means for storing electric energy, comprising intake air control means for controlling an amount of intake air supplied to the engine, exhaust valve actuating means for actuating an exhaust valve of the en-gine, and control means for operating the intake air con-trol means to reduce the amount of intake air and control-ling the exhaust valve actuating means to operate the ex-haust valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
According to the present invention, there is also provided a control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle and an electric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, compris-ing intake valve actuating means for actuating an intake valve of the engine, exhaust valve actuating means for ac-tuating an exhaust valve of the engine, and control means for operating the intake valve actuating means and the ex-haust valve actuating means to operate the intake valve and the exhaust valve in a closing direction when the electric
- 5 -motor operates in the regenerative mode while the hybrid vehicle is decelerating.
The above and other objects, features, and ad-vantages of the present invention will become apparent from the following description when taken in conjunction with the accompanying drawings which illustrate preferred embod-invents of the present invention by way of example.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a block diagram of a drive apparatus of a hybrid vehicle and a control system therefor according to the present invention;
FIG. 2 is a block diagram of an engine control arrangement of the control system;
FIG. 3 is a block diagram of an electric motor control arrangement of the control system;
FIG. 4 is a block diagram of a transmission con-trol arrangement of the control system;
FIGS. 5 and 6 are a flowchart of a processing sequence for calculating an output power to be generated by an electric motor, and determining output power distributions for the electric motor and an engine with respect to a de-mand drive power;
FIG. 7 is a diagram showing the relationship be-tween the remaining capacity of an electric energy storage unit and the output power distribution of the electric mo-tor;
- 6 -FIG. 8 is a diagram showing the relationship be-tween the amount of operation of an accelerator pedal and the opening of a throttle valve;
FIG. 9 is a diagram showing the relationship be-tween the opening of the throttle valve and the output power distribution of the electric motor;
FIG. 10 is a diagram showing a table for estab-lishing demand drive powers;
FIG. 11 is a diagram showing a table for estab-lishing running status quantities;
FIG. 12 is a diagram showing a table of running resistances RUNRST;
FIG. 13 is a diagram showing the relationship between the output power of the electric motor and a torque command for the electric motor;
FIG. 14 is a flowchart of an overall engine con-trol processing sequence;
FIGS. 15 and 16 are a flowchart of a processing sequence for determining a decelerating regenerative quan-tity according to a first embodiment of the present inven-tion;
FIG. 17 is a diagram showing a table of desired running resistances RUNRSTcom;
FIG. 18 is a diagram showing a REGperml table;
FIG. 19 is a diagram showing a REGperm2 table;

FIG. 20 is a schematic view showing the manner in which an exhaust gas recirculation system operates ac-cording to the first embodiment of the present invention;
FIG. 21 is a flowchart of a portion of a proc-essing sequence for determining a decelerating regenerative quantity according to a second embodiment of the present invention;
FIG. 22 is a schematic view showing the manner in which an exhaust gas recirculation system operates ac-cording to the second embodiment of the present invention;
FIG. 23 is a flowchart of a portion of a proc-essing sequence for determining a decelerating regenerative quantity according to a third embodiment of the present in-vention; and FIG. 24 is a schematic view showing the manner in which an exhaust gas recirculation system operates ac-cording to the third embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 shows in block form a drive apparatus of a hybrid vehicle and a control system therefor according to the present invention. Other components of the hybrid ve-hicle, including sensors, actuators, etc., are omitted from illustration in FIG. 1.
As shown in FIG. 1, the hybrid vehicle has a multicylinder internal combustion engine 1 which rotates a drive axle 2 for rotating drive wheels 5 (only one shown) through a transmission mechanism 4. An electric motor 3 is g connected to rotate the drive axle 2 directly. In addition to the ability to rotate the drive axle 2, the electric mo-f or 3 has a regenerative ability to convert kinetic energy produced by the rotation of the drive axle 2 into electric energy. The electric motor 3 is connected to an ultraca-pacitor (a capacitor having a large electrostatic capaci-tance) 14 serving as an electric energy storage unit through a power drive unit 13. The electric motor 3 is controlled by the power drive unit 13 to rotate the drive axle 2 and generate electric energy in a regenerative mode.
The control system also has an engine control unit 11 for controlling the engine 1, an electric motor control unit 12 for controlling the electric motor 3, an energy distribution control unit 15 for carrying out energy management based on a determined status of the ultracapaci-f or 14, and a transmission control unit 16 for controlling the transmission mechanism 4. The engine control unit 11, the electric motor control unit 12, the energy distribution control unit 15, and the transmission control unit 16 are connected to each other through a data bus 21 for exchang-ing detected data, flags, and other information.
FIG. 2 shows the engine l, the engine control unit 11, and ancillary devices thereof. A throttle valve 103 is mounted in an intake pipe 102 connected to the en-gine 1, and a throttle valve opening sensor 104 is coupled to the throttle valve 103 for generating an electric signal representative of the opening of the throttle valve 103 and supplying the generated electric signal to the engine con-trol unit 11. A throttle actuator 105 for electrically controlling the opening of the throttle valve 103 is cou-pled to the throttle valve 103. The throttle actuator 105 is controlled for its operation by the engine control unit 11.
A portion of the intake pipe 102 downstream of the throttle valve 13 is connected to an exhaust pipe 114 through an exhaust gas recirculation passage 124 which has an exhaust gas recirculation (EGR) control valve 121 for controlling the amount of exhaust gases flowing through the exhaust gas recirculation passage 124.
The EGR control valve 121 comprises a solenoid-operated valve having a solenoid electrically connected to the engine control unit 11. The valve opening of the EGR
control valve 121 can be varied by a control signal that is supplied from the engine control unit 11 to the solenoid of the EGR control valve 121.
An intake pipe absolute pressure (Pba) sensor 108 is connected to the intake pipe 102 through a pipe 107 immediately downstream of the throttle valve 103. The in-take pipe absolute pressure sensor 108 generates an elec-tric signal representative of an absolute pressure in the intake pipe 102, and supplies the generated signal to the engine control unit 11.
An intake temperature sensor 109 is mounted on the intake pipe 102 downstream of the intake pipe absolute pressure sensor 108. The intake temperature sensor 109 generates an electric signal representative of the tempera-ture of intake air flowing in the intake pipe 102 and sup-plies the generated signal to the engine control unit 11.
Fuel injection valves 106 are mounted in the in-take pipe 102 at respective positions downstream of the throttle valve 103 and slightly upstream of respective in-take valves 122 disposed respectively in the cylinders of the engine 1. The fuel injection valves 106 are connected through a pressure regulator (not shown) to a fuel tank (not shown). The fuel injection valves 106 are electri-cally connected to the engine control unit 11, which ap-plies signals to the fuel injection valves 106 to control times to open and close the fuel injection valves 106.
An engine coolant temperature sensor 110, which may comprise. a thermistor or the like, is mounted on the cylinder block of the engine 1. The engine coolant tem-perature sensor 110 generates an electric signal represen-tative of the engine coolant temperature and supplies the generated signal to the engine control unit 11.
An engine rotational speed (NE) sensor 111 is mounted near a camshaft or crankshaft (not shown) of the engine 1. The engine rotational speed sensor 111 generates a signal pulse at a predetermined crankshaft angle (hereinafter referred to as a '~TDC signal pulse") each time the crankshaft of the engine 1 makes a 180° turn, and sup-plies the TDC signal pulse to the engine control unit 11.

The engine 1 has ignition plugs 113 positioned at the respective cylinders and electrically connected to the engine control unit 11, which controls the ignition timing of the ignition plugs 113.
The intake valves 122 are disposed respectively in intake ports (not shown) that open into combustion cham-tiers (not shown) of the engine 1 and are connected to the intake pipe 102. Intake valve actuators 125 are coupled to the respective intake valves 122 for keeping the intake valves 122 open or closed and also for controlling the lift and valve opening periods of the intake valves 122. The intake valves 122 can be mechanically operated by a cam shaft (not shown), and also electromagnetically operated by the intake valve actuators 125 out of synchronism with the rotation of the engine 1. The intake valve actuators 125 are controlled for their operation by the engine control unit 11.
Exhaust valves 123 are disposed respectively in exhaust ports (not shown) that open into the combustion chambers of the engine 1 and are connected to the exhaust pipe 114. Exhaust valve actuators 126 are coupled to the respective exhaust valves 123 for keeping the exhaust valves 123 open or closed and also for controlling the lift and valve opening periods of the exhaust valves 123. The exhaust valves 123 can be mechanically operated by a cam shaft (not shown), and also electromagnetically operated by the exhaust valve actuators 126 out of synchronism with the rotation of the engine 1. The exhaust valve actuators 126 are controlled for their operation by the engine control unit 11.
A three-way catalytic converter 115 for purify-ing toxic components, including HC, CO, NOx, etc. of ex-haust gases emitted from the engine 1 is mounted in an ex-haust pipe 114 connected to the engine 1. An air-fuel ra-do sensor 117 is mounted on the exhaust pipe 114 upstream of the three-way catalytic converter 115. The air-fuel ra-do sensor 117 generates an electric signal substantially proportional to the concentration of oxygen (and the short-age of oxygen) in the exhaust gases, and supplies the gen-erated signal to the engine control unit 11. The air-fuel ratio sensor 117 can detect the air-fuel ratio of an air-fuel mixture supplied to the engine 1 through a wide range of air-fuel ratios ranging from a theoretical air-fuel ra-do to lean and rich values.
A catalyst temperature sensor 118 is mounted on the three-way catalytic converter 115 for detecting the temperature thereof. The catalyst temperature sensor 118 supplies an electric signal representative of the detected temperature to the engine control unit 11. A vehicle speed sensor 119 for detecting the speed Vcar of the hybrid vehi-cle and an accelerator opening sensor 120 for detecting the depression (hereinafter referred to as an "accelerator opening") gap of the accelerator pedal are electrically connected to the engine control unit 11. Electric signals generated by the vehicle speed sensor 119 and the accelera-for opening sensor 120 are supplied to the engine control unit 11.
A sensor 112 is mounted on the internal combus-tion engine 1 for generating a pulse each time the crank-shaft turns through a predetermined angle. A pulse signal generated by the sensor 112 is supplied to the engine con-trol unit 11, which identifies an engine cylinder into which fuel is to be injected, based on the supplied pulse signal.
The engine control unit 11 comprises an input circuit for shaping the waveforms of input signals from the above various sensors, correcting the voltage levels thereof into predetermined levels, and converging analog signals into digital signals, a central processing unit (hereinafter referred to as a "CPU"), a memory for storing various processing programs to be executed by the CPU and various processed results, and an output circuit for sup-plying drive signals to the fuel injection valves 106 and the ignition plugs 113. The other control units including the electric motor control unit 12, the energy distribution control unit 15, and the transmission control unit 16 are structurally similar to the engine control unit 11.
FIG. 3 shows a connected arrangement of the electric motor 3, the power drive unit 13, the ultracapaci-for 14, the electric motor control unit 12, and the energy distribution control unit 15.

As shown in FIG. 3, the electric motor 3 is as-sociated with an electric motor rotational speed sensor 202 for detecting the rotational speed of the electric motor 3.
An electric signal generated by the electric motor rota-tional speed sensor 202 as representing the rotational speed of the electric motor 3 is supplied to the electric motor control unit 12. The power drive unit 13 and the electric motor 3 are interconnected by wires connected to a current-voltage sensor 201 which detects a voltage and a current supplied to or outputted from the electric motor 3.
A temperature sensor 203 for detecting the temperature of the power drive unit 13, more specifically, the temperature TD of a protective resistor of a drive circuit for the electric motor 3, is mounted on the power drive unit 13.
Detected signals from the sensors 201, 203 are supplied to the electric motor control unit 12.
The ultracapacitor 14 and the power drive unit 13 interconnected by wires connected to a current-voltage sensor 204 for detecting a voltage across the ultracapaci-for 14 and a current outputted from or supplied to the ul-tracapacitor 14. A detected signal from the current-voltage sensor 204 is supplied to the energy distribution control unit 15.
FIG. 4 shows a connected arrangement of the transmission mechanism 4 and the transmission control unit 16. The transmission mechanism 4 is associated with a gear position sensor 301 for detecting a gear position of the transmission mechanism 4. A detected signal from the gear position sensor 301 is supplied to the transmission control unit 16. In the illustrated embodiment, the transmission mechanism 4 comprises an automatic transmission mechanism, and is also associated with a transmission actuator 302 which is controlled by the transmission control unit 16 to change gear positions of the transmission mechanism 4.
FIGS. 5 and 6 show a processing sequence for calculating an output power to be generated by the electric motor 3 based on a demand drive power, i.e., a drive power which the drive of the hybrid vehicle demands, and deter-mining output power distributions for the electric motor 3 and the engine 1 with respect to the demand drive power.
The processing sequence shown in FIGS. 5 and 6 is executed by the energy distribution control unit 15 in each periodic cycle.
In FIG. 5, the energy distribution control unit 15 detects a remaining capacity of the ultracapacitor 14 in STEP1. Specifically, the energy distribution control unit 15 integrates an output current from the ultracapacitor 14 and an output current (charging current) to the ultraca-pacitor 14 at each periodic interval, and calculates an in-tegrated discharged value CAPdis (positive value) and an integrated charged value CAPchg (negative value). The en-ergy distribution control unit 15 then calculates a remain-ing capacity CAPrem of the ultracapacitor 14 according to the following equation (1):

CAPrem = CAPful - (CAPdis + CAPchg)~~~(1) where CAPful represents a dischargeable quantity when the ultracapacitor 14 is fully charged.
The energy distribution control unit 15 corrects the calculated remaining capacity CAPrem based on an inter-nal resistance of the ultracapacitor 14 which varies with temperature, etc., thereby determining a final remaining capacity of the ultracapacitor 14.
Instead of calculating the remaining capacity of the ultracapacitor 14 as described above, the remaining ca-pacity of the ultracapacitor 14 may be determined by de-tecting an open-circuit voltage across the ultracapacitor 14.
In STEP2, the energy distribution control unit 15 determines an output power distribution quantity for the electric motor 3, i.e., a drive power PRATIO to be gener-ated by the electric motor 3, of a demand drive power POW-ERcom, using an output power distribution ratio table. The drive power PRATIO is expressed as a ratio to the demand drive power, and will hereinafter be referred to as a redistribution ratio PRATIO".
FIG. 7 shows the output power distribution ratio table by way of example. The output power distribution ra-do table is in the form of a graph having a horizontal axis which represents the remaining capacity of the ultra-capacitor 14 and a vertical axis which represents the dis-tribution ratio PRATIO. The output power distribution ra-d o table contains predetermined distribution ratios P,RATIO
with respect to remaining capacities, where the charging and discharging efficiency of the ultracapacitor 14 is a maximum.
In STEP3, the energy distribution control unit 15 determines a command_ hereinafter referred to as a ' , , "throttle valve opening command's (ethCOM )for the throttle actuator 105, corresponding to wn accelerator opening Gap detected by the accelerator opening sensor 120, from an ac-celerator vs. throttle characteristic table shown in FIG.
8.
The accelerator vs. throttle characteristic ta-ble shown in FIG. 8 is in the form of a graph having a horizontal axis which represents the accelerator opening Sap and a vertical axis which represents the throttle valve opening command ethCOM. In FIG. 8, values of the accelera-for opening gap are equal to corresponding values of the throttle valve opening command ethCOM. However, values of the accelerator opening Gap may be different from corre-sponding values of the throttle valve opening command et hCOM .
In STEP4, the energy distribution control unit 15 determines a distribution ratio PRATIOth for the elec-tric motor 3 corresponding to the determined throttle valve opening command ethCOM from a throttle vs. motor output power ratio table shown in FIG. 9.

The throttle vs. motor output power ratio table shown in FIG. 9 is in the form of a graph having a horizon-tal axis which represents the throttle valve opening com-mand ethCOM and a vertical axis which represents the dis-tribution ratio PRATIOth. In FIG. 9, the throttle vs. mo-for output power ratio table is established such that the output power, which is indicated by the distribution ratio PRATIOth, generated by the electric motor 3 is increased when the throttle valve opening command ethCOM is 50 de-grees or higher, for example.
While the distribution ratio PRATIOth is deter-mined depending on the throttle valve opening command BthCOM in the illustrated embodiment, the distribution ra-do PRATIOth may be determined depending on one or more pa-rameters representing the vehicle speed, the engine rota-tional speed, etc.
In STEPS, the energy distribution control unit 15 determines a demand drive power POWERcom depending on the throttle valve opening command ethCOM and the engine rotational speed NE from a demand drive power map shown in FIG. 10.
The demand drive power map shown in FIG. 10 is a map for determining a demand drive power POWERcom which the driver of the hybrid vehicle demands. The demand drive power map shown in FIG. 10 contains values of the demand drive power POWERcom depending on values of the throttle valve opening command BthCOM or the accelerator opening Gap and values of the engine rotational speed NE.
In STEP6, the energy distribution control unit 15 calculates a corrective term BthADD for the throttle valve opening for generating the demand drive power POWER-com (ethADD = ethCOM - 8thi (previous throttle valve open-ing)). In STEP7, the energy distribution control unit 15 determines a running status quantity VSTATUS depending on the vehicle speed Vcar detected by the vehicle speed sensor 119 and an extra output power POWERex of the engine 1 from a table for establishing running status quantities shown in FIG. 11. The running status quantity VSTATUS is greater as the vehicle speed Vcar is higher and the extra output power POWERex is greater.
The extra output power POWERex of the engine 1 is calculated according to the following equation (2):
POWERex = POWERcom - RUNRST ~~~(2) where RUNRST represents a running resistance to the hybrid vehicle, which is the sum of braking torques including a decelerating torque due to pumping losses of the engine when the hybrid vehicle is decelerating, a regenerative torque due to a regenerative resistance, a rolling resis-tance to the wheels of the hybrid vehicle, and an air re-sistance to the hybrid vehicle. The running resistance RUNRST is determined from a RUNRST table shown in FIG. 12.
The RUNRST table is established such that the running re-sistance RUNRST is greater as the vehicle speed Vcar is higher, with the EGR control valve 121 being fully open.
The running status quantity VSTATUS determined by the vehicle speed Vcar and the extra output power POW-ERex corresponds to an assistive distribution ratio of the electric motor 3 with respect to the extra output power POWERex, and may be set to integral values (~S) ranging from 0 to 200. If the running status quantity VSTATUS is "0", then the hybrid vehicle is in a running status not to be assisted by the electric motor 3, i.e., the hybrid vehicle is decelerating or cruising. If the running status quan-tity VSTATUS is greater than "0", then the hybrid vehicle is in a running status to be assisted by the electric motor 3.
In STEPB, the energy distribution control unit 15 decides whether the running status quantity VSTATUS is greater than "0" or not. If VSTATUS > 0, i.e., if the hy-brid vehicle is in a running status to be assisted by the electric motor 3, then the hybrid vehicle enters an assis-tive mode, and control goes from STEP8 to STEPS shown in FIG. 6. If VSTATUS <_ 0, i.e., if the hybrid vehicle is de-celerating or cruising, then the hybrid vehicle enters a regenerative mode (i.e., a decelerating regenerative mode or a cruise charging mode), and control goes from STEP8 to STEP12 shown in FIG. 6.

In STEPS, the energy distribution control unit 15 calculates an electric motor output power POWERmot ac-cording to the following equation (3):
POWERmot = POWERcom X PRATIO x PRATIOth X
VSTATUS ~~~(3) In STEP10, the energy distribution control unit 15 converts the electric motor output power POWERmot as a target with a time constant into an electric motor torque command TRQcom .
FIG. 13 shows the relationship between the elec-tric motor output power POWERmot and the electric motor torque command TRQcom. In FIG. 13, the solid-line curve illustrates the electric motor output power POWERmot as it changes with time, and the dotted-line curve illustrates the electric motor torque command TRQcom as it changes with time.
As can be seen from FIG. 12, the electric motor torque command TRQcom is controlled so as to approach the electric motor output power POWERmot as a target with a time constant, i.e., with a time delay. If the electric motor torque command TRQcom were established such that the electric motor 3 would generate the electric motor output power POWERmot immediately in response to the electric mo-for torque command TRQcom, then since an increase in the output power of the engine 1 would be delayed, the engine 1 would not be readied to accept the electric motor output power POWERmot immediately, with the result that the dri-viability of the hybrid vehicle would be impaired. It is necessary, therefore, to control the electric motor 3 to generate the electric motor output power POWERmot until the engine 1 becomes ready to accept the electric motor output power POWERmot.
In STEP11, the energy distribution control unit 15 calculates a corrective quantity ethASSIST for control-ling a target value AthO for the throttle valve opening in a valve closing direction, depending on the electric motor torque command TRQcom. Thereafter, control goes from STEP11 to STEP18.
The corrective quantity ethASSIST serves to re-duce the output power of the engine 1 by an amount commen-surate with the increase in the output power of the elec-tric motor 3 responsive to the electric motor torque com-mand TRQcom. The corrective quantity ethASSIST is calcu-lated for the following reasons:
When the target value 8th0 for the throttle valve opening is determined by the corrective term BthADD
calculated in STEP6 from the throttle valve opening command BthCOM determined in STEP3 and the previous throttle valve opening 9thi, and the throttle actuator 105 is controlled by the target value 6th0, the demand drive power POWERcom is generated solely from the output power of the engine 1.
Therefore, if the output power of the engine 1 were con-trolled with the target value 6th0 not corrected by the corrective quantity ethASSIST, and the electric motor 3 were controlled by the electric motor torque command TRQcom converted in STEP10, the sum of the output power of the en-gine 1 and the output power of the electric motor 3 would exceed the demand drive power POWERcom, resulting in a drive power greater than the demand drive power demanded by the driver. To avoid this problem, the output power of the engine 1 is reduced by an amount commensurate with the out-put power of the electric motor 3, and the corrective quan-tity ethASSIST is calculated such that the sum of the out-put power of the engine 1 and the output power of the elec-tric motor 3 will be equalized to the demand drive power POWERcom. The target value 6th0 for the throttle valve 103 is then determined (6th0 = 6thi + BthADD - ethASSIST), and the throttle valve 103 is controlled according to the tar-get value 9th0 for suppressing the output power of the en-gine 1.
In STEP12, the energy distribution control unit 15 decides whether the present regenerative mode is the de-celerating regenerative mode or the cruise charging mode.
Specifically, the energy distribution control unit 15 makes such a mode decision by deciding whether a change Dap (_ 6apj (present value) - 6api (previous value) in the accel-erator opening gap is smaller than a predetermined negative quantity DapD. Alternatively, the energy distribution con-trol unit 15 may make such a mode decision based on the ex-tra output power POWERex.

If Dap < DapD or POWERex < 0 in STEP12, then the energy distribution control unit 15 judges the present re-generative mode as the decelerating regenerative mode, and sets the electric motor output power POWERmot to a deceler-ating regenerative output power POWERreg in STEP13. The decelerating regenerative output power POWERreg is calcu-lated according to a decelerating regenerative processing routine which will be described later on with reference to FIGS. 15 and 16.
In STEP14, the energy distribution control unit 15 reads an optimum target value 6th0 for the throttle valve opening in the decelerating regenerative mode, i.e., an optimum target value 6th0 for the throttle valve opening calculated in the decelerating regenerative processing rou-tine (FIGS. 15 and 16). Thereafter, control proceeds to STEP19.
If Dap >_ DapD or POWERex is nearly zero and VSTATUS = 0 in STEP12, then the energy distribution control unit 15 judges the present regenerative mode as the cruise charging mode, and sets the electric motor output power POWERmot to a cruise charging output power POWERcrui in STEP15. The cruise charging output power POWERcrui is cal-culated according to a cruise charging processing routine (not shown).
In STEP16, the energy distribution control unit 15 converts the electric motor output power POWERmot as a target with a time constant into an electric motor torque command TRQcom. In STEP17, the energy distribution control unit 15 calculates a corrective quantity BthSUB for con-trolling a target value 6th0 for the throttle valve opening in a valve opening direction, depending on the electric mo-for torque command TRQcom. Thereafter, control goes from STEP17 to STEP18.
The corrective quantity ethSUB is calculated for the reasons that are opposite to the reasons for which the corrective quantity ethASSIST is calculated as described above.
The electric motor output power POWERmot in the cruise charging mode has a sign opposite to the sign of the electric motor output power POWERmot in the assistive mode.
Specifically, in the cruise charging mode, the electric mo-for 3 is controlled in a direction to reduce the demand drive power POWERcom because of the electric motor torque command TRQcom which is negative. In order to maintain the demand drive power POWERcom in the cruise charging mode, it is necessary to make up for the output power of the elec-tric motor 3 reduced by the electric motor torque command TRQcom, with the output power of the engine 1.
In STEP18, the energy distribution control unit 15 calculates the target value 9th0 for the throttle valve 103 according to the following equation (4):
8th0 = 9thi + ethADD - ethSUB ~~~(4) In STEP19, the energy distribution control unit 15 decides whether or not the calculated target value HthO

is equal to or greater than a predetermined reference value ethREF. If 6th0 < ethREF, the energy distribution control unit 15 decides whether or not an intake pipe absolute pressure Pba is equal to or smaller than a predetermined reference value PbaREF in STEP20.
If Pba > PbaREF, then the processing sequence shown in FIGS. 5 and 6 is finished. If 6th0 >- ethREF in STEP19 or if Pba <_ PbaREF in STEP20, then the energy dis-tribution control unit 15 changes the speed reduction ratio of the transmission mechanism 4 to a lower speed reduction ratio in STEP21. Thereafter, the processing sequence shown in FIGS. 5 and 6 is finished.
When control goes to STEP21, the remaining ca-pacity of the ultracapacitor 14 is reduced thereby to re-duce the electric motor output power POWERmot, and the re-duction in the electric motor output power POWERmot needs to be made up for by the engine 1, but the output power of the engine 1 cannot be increased anymore. At this time, the speed reduction ratio of the transmission mechanism 4 is changed to a lower speed reduction ratio to keep the torque produced by the drive axle 2 at a constant level, i.e., the same torque as before STEP21, to ma..intain desired drivability of the hybrid vehicle.
An engine control process carried out by the en-gine control unit 11 will be described below.

FIG. 14 shows an overall engine control process-ing sequence, which is executed by the engine control unit 11 in each periodic cycle.
In FIG. 14, the engine control unit 11 detects various engine operating parameters including the engine rotational speed NE, the intake pipe absolute pressure Pba.
etc. in STEP131. Then, the engine control unit 11 deter-mines an engine operating status in STEP132, controls fuel to be supplied to the engine 1 in STEP133, and controls ig-nition timing of the engine 1 in STEP134.
In STEP133, the engine control unit fl calcu-fates an amount of fuel to be supplied to the engine 1 de-pending on the read or calculated target value 9th0 for the throttle valve opening.
FIGS. 15 and 16 show a processing sequence for determining a decelerating regenerative quantity according to a first embodiment of the present invention. The proc-essing sequence shown in FIGS. 15 and 16 is executed by the electric motor control unit 12 at each periodic interval.
As shown in FIG. 15, the electric motor control unit 12 decides whether a condition for a fuel cut is sat-isfied or not in STEP1501. If a condition for a fuel cut is satisfied, then the electric motor control unit 12 de-cides whether a condition for forced return from a fuel cut is satisfied or not in STEP1502. If a condition for forced return from a fuel cut is not satisfied, then the electric motor control unit 12 decides whether a condition for re-turn from a fuel cut is satisfied or not in STEP1503.
These conditions are determined by the change Dap in the accelerator opening Gap in the determination of the engine operating status in STEP132 (see FIG. 14). For example, if Dap < DapD (a given negative quantity), then a condition for a fuel cut is satisfied. If Dap > DapH (a given positive quantity greater than DapD), then a condi-tion for forced return from a fuel cut is satisfied. If Dap >_ DapD, a condition for return from a fuel cut is sat-isfied.
If a condition for return from a fuel cut is not satisfied in STEP1503, the electric motor control unit 12 determines a running resistance RUNRST from the RUNRST ta-ble shown in FIG. 12 in STEP1504, and then determines a de-sired running resistance RUNRSTcom from the RUNRSTcom table in STEP1505. The desired running resistance RUNRSTcom is a braking torque for applying a suitable negative accelera-tion to the hybrid vehicle. As shown in FIG. 17, the RUNRSTcom table is established such that the desired run-ning resistance RUNRSTcom is greater as the vehicle speed Vcar or the rotational speed of the drive axle 2 is higher.
Then, the electric motor control unit 12 calcu-lates a decelerating regenerative quantity REGdec according to the following equation (5) in STEP1506:
REGdec = RUNRSTcom - RUNRST ---(5) Thereafter, the electric motor control unit 12 determines a first allowable regenerative quantity REGperml from a REGperml table in STEP1507. As shown in FIG. 18, the REGperml table is established such that the first al-lowable regenerative quantity REGperml is constant when the remaining capacity CAPrem of the ultracapacitor 14 is smaller than a predetermined value, and becomes smaller as the remaining capacity CAPrem is greater when the remaining capacity CAPrem is greater than the predetermined value.
The electric motor control unit 12 then deter-mines a second allowable regenerative quantity REGperm2 from a REGperm2 table in STEP1508. As shown in FIG. 19, the REGperm2 table is established such that the second al-lowable regenerative quantity REGperm2 is constant when the circuit temperature (protective resistor temperature) TD of the power drive unit 13 is smaller than a predetermined value, and becomes smaller as the protective resistor tem-perature TD is greater when the protective resistor tem-perature TD is greater than the predetermined value.
Then, the electric motor control unit 12 decides whether or not the first allowable regenerative quantity REGperml is equal to or greater than the second allowable regenerative quantity REGperm2 in STEP1509. If REGperml <
REGperm2, then the electric motor control unit 12 sets a allowable regenerative quantity REGperm to the first allow-able regenerative quantity REGperml in STEP1510, after which control goes to STEP2212 shown in FIG. 16. If REG-perml >_ REGperm2, then the electric motor control unit 12 sets the allowable regenerative quantity REGperm to the second allowable regenerative quantity REGperm2 in STEP1511, after which control goes to STEP2212 shown in FIG. 16.
If the remaining capacity CAPrem of the ultraca-pacitor 14 or the temperature TD of the protective resistor of the drive circuit for the electric motor 3 is in excess of a predetermined threshold value, the allowable regenera-tive quantity REGperm may be set to "0" rather than deter-mining the first and second allowable regenerative quanti-ties REGperml, REGperm2 from the respective tables.
In STEP2212, the electric motor control unit 12 decides whether or not the allowable regenerative quantity REGperm is equal to or greater than the decelerating regen-erative quantity REGdec. If REGperm >_ REGdec, then the electric motor control unit 12 sets the target opening 9th0 for the throttle valve 103 to "0" (substantially fully closed) in STEP2213, and outputs a command to fully open the EGR control valve 121, which serves as a pumping loss control means in this embodiment, in STEP2214. In this manner, the pumping losses of the engine 1 can be reduced.
Specifically, as shown in FIG. 20, the EGR con-trol valve 121 is fully opened to reduce a pressure reduc-tion in the intake system and introduce high-temperature recirculating gases into the intake pipe. Therefore, the pumping losses of the engine 1 are reduced, and the three-way catalytic converter 115 is prevented from suffering a drop in its temperature.
Referring back to FIG. 16, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to the decelerating regenerative quantity REGdec in STEP2215, sets a countdown timer tmF/C to a pre-determined time TmF/C and starts the countdown timer tmF/C
in STEP2221. Thereafter, the processing sequence shown in FIGS. 15 and 16 is finished. The predetermined time TmF/C
is selected to be a period of time long enough for the re-circulation ratio of the exhaust gases to become normal af-ter the EGR control valve 121 has started its normal con-trol operation.
If REGperm < REGdec in STEP2212, the electric motor control unit 12 sets the target opening 6th0 for the throttle valve 103 to "0" (substantially fully closed) in STEP2216, and then calculates a regeneration limiting quan-tity REGlim according to the following equation (6) in STEP2217:
REGlim = REGdec - REGperm ~~~(6) Then, the electric motor control unit 12 calcu-lates a target valve opening eEGRO for the EGR control valve 121 as a corrective value for the decelerating resis-tance (deceleration) in STEP2218. The target valve opening AEGRO is calculated from a 8EGR0 map which uses the regen-eration limiting quantity REGlim and the vehicle speed Vcar as parameters. The BEGRO map is established such that the target valve opening eEGRO is smaller as the regeneration limiting quantity REGlim and the vehicle speed Vcar are greater. Then, the electric motor control unit 12 outputs a command to control the EGR control valve 121 to reach the target valve opening eEGRO for thereby correcting the de-celerating resistance in STEP2219. When the regenerating operation of the electric motor 3 is limited, therefore, the pumping losses of the engine 1 are appropriately in-creased and the braking torques are not varied, eliminating an uncomfortable feeling which the driver would otherwise have when the hybrid vehicle is decelerated.
Then, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to de-celerating regenerative quantity REGdec in STEP2220.
Thereafter, the electric motor control unit 12 executes STEP2221, and then the processing sequence shown in FIGS.
15 and 16 is finished.
If a condition for a fuel cut is not satisfied in STEP1501, or if a condition for forced return from a fuel cut is satisfied in STEP1502, then the electric motor control unit 12 carries out ordinary control of the EGR
control valve 121 in STEP2224, and effects return from a fuel cut in STEP2225. Thereafter, the processing sequence shown in FIGS. 15 and 16 is finished.
If a condition for return from a fuel cut is satisfied in STEP1503, then the electric motor control unit 12 decides whether the countdown timer tmF/C has reached "0" or not in STEP2222. If the countdown timer tmF/C has not yet reached "0", then the electric motor control unit 12 carries out ordinary control of the EGR control valve 121 in STEP2223, after which the processing sequence shown in FIGS. 15 and 16 is finished. If the countdown timer tmF/C has reached "0" in STEP2222, then control jumps from STEP2222 to STEP2224.
According to the first embodiment, if the regen-erating operation of the electric motor 3 is not limited while the hybrid vehicle is decelerating, the EGR control valve 121 is operated in an opening direction to a substan-tially fully open position in STEP2214. Therefore, since the recirculating gases smoothly circulate into the engine 1, the pumping losses of the engine 1 can be lowered, and the regenerative efficiency can be increased.
At the same time, the throttle valve 103 is op-erated in a closing direction to a substantially fully closed position in STEP2213. Therefore, the amount of any cold fresh air flowing through the throttle valve 103 in response to operation of the engine 1 is small. Since high-temperature exhaust gasses are recirculated, the tem-perature of the three-way catalytic converter 115 is pre-vented from falling, and hence the emission characteristics thereof are prevented from being impaired.
If the regenerating operation of the electric motor 3 is limited, the EGR control valve 121 is operated in a more closing direction than if the regenerating opera-tion of the electric motor 3 is not limited, and the target valve opening eEGRO is established depending on the regen-eration limiting quantity REGlim in STEP2217 - STEP2219.
Consequently, the pumping losses increase depending on a reduction in the regenerative torque, so that the braking torques will not vary. Therefore, the drivability of the hybrid vehicle due to the limited regenerating operation is not impaired. For example, an uncomfort-able feeling which the driver may have due to a change in the deceleration of the hybrid vehicle is reduced.
A second embodiment of the present invention will be described below. In the second embodiment, each of the intake valves 122 or the exhaust valves 123 is used as a pumping loss control means. Therefore, the second em-bodiment differs from the first embodiment as to the proc-ess of determining a decelerating regenerative quantity.
System details, control unit details, and other details of the processing sequence according to the second embodiment are identical to those of the first embodiment.
FIGS. 15 and 21 show a processing sequence for determining a decelerating regenerative quantity according to the second embodiment of the present invention. The processing of STEP1501 - STEP1511 shown in FIG. 15 accord-ing to the second embodiment is the same as the processing of STEP1501 - STEP1511 described above.
In STEP2512 shown in FIG. 21, the electric motor control unit 12 decides whether or not the allowable regen-erative quantity REGperm is equal to or greater than the decelerating regenerative quantity REGdec. If REGperm >-REGdec, then the electric motor control unit 12 sets the target opening AthO for the throttle valve 103 to "0"
(substantially fully closed) in STEP2513, and outputs a command to fully open the intake valve 122 in STEP2514.
Since the intake valve 122 is kept open as shown in FIG.
22, the pumping losses are fully lowered, and cold fresh air is prevented from flowing into the exhaust system, so that the three-way catalytic converter 115 will not be ex-cessively cooled.
Referring back to FIG. 21, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to the decelerating regenerative quantity REGdec in STEP2515, sets a countdown timer tmF/C to a pre-determined time TmF/C and starts the countdown timer tmF/C
in STEP2521. Thereafter, the processing sequence shown in FIGS. 15 and 21 is finished. The predetermined time TmF/C
is selected to be a period of time long enough for a suit-able amount of fresh air to be maintained after the intake valve 122 has started its normal control operation.
If REGperm < REGdec in STEP2512, the electric motor control unit 12 sets the target opening 6th0 for the throttle valve 103 to "0" (substantially fully closed) in STEP2516, and then calculates a regeneration limiting quan-tity REGlim according to the above equation (6) in STEP2517.

Then, the electric motor control unit 12 calcu-lates a target valve lift LIFTin and a valve opening period Tin for the intake valve 122 as a corrective value for the decelerating resistance (deceleration) in STEP2518. The target valve lift LIFTin and the valve opening period Tin are calculated from a LIFTin map which uses the regenera-tion limiting quantity REGlim and the vehicle speed Vcar as parameters. The LIFTin map is established such that in most areas, the target valve lift LIFTin and the valve opening period Tin are greater as the regeneration limiting quantity REGlim is smaller and the vehicle speed Vcar is higher.
The electric motor control unit 12 outputs a command to control the intake valve 122 to reach the target valve lift LIFTin and the valve opening period Tin for thereby correcting the decelerating resistance in STEP2519.
When the regenerating operation of the electric motor 3 is limited, therefore, the pumping losses of the engine 1 are increased depending on a reduction in the regenerative torque and the braking torques are not varied when the hy-brid vehicle is decelerated, preventing the drivability of the hybrid vehicle from being impaired.
Then, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to de-celerating regenerative quantity REGdec in STEP2520.
Thereafter, the electric motor control unit 12 executes STEP2521, and then the processing sequence shown in FIGS.
15 and 21 is finished.
The same advantages are obtained if the electric motor control unit 12 outputs a command to fully open the exhaust valve 123 in STEP2514. In this case, the electric motor control unit 12 determines a target valve lift LIFTex or a valve opening period Tex for the exhaust valve 123 from a map, and controls the exhaust valve 123 to reach the target valve lift LIFTex or the valve opening period Tex for thereby correcting the decelerating resistance.
If a condition for a fuel cut is not satisfied in STEP1501, or if a condition for forced return from a fuel cut is satisfied in STEP1502, then the electric motor control unit 12 carries out ordinary control of the intake valve 122 in STEP2524, and effects return from a fuel cut in STEP2525. Thereafter, the processing sequence shown in FIGS. 15 and 21 is finished.
If a condition for return from a fuel cut is satisfied in STEP1503, then the electric motor control unit 12 decides whether the countdown timer tmF/C has reached "0" or not in STEP2522. If the countdown timer tmF/C has not yet reached "0", then the electric motor control unit 12 carries out ordinary control of the intake valve 122 in STEP2523, after which the processing sequence shown in FIGS. 15 and 21 is finished. If the countdown timer tmF/C
has reached "0" in STEP2522, then control jumps from STEP2522 to STEP2524.

According to the second embodiment, if the re-generating operation of the electric motor 3 is not limited while the hybrid vehicle is decelerating, the intake valve 122 or the exhaust valve 123 is kept a substantially fully open position in STEP2514. Therefore, the pumping losses of the engine 1 are lowered, and cold fresh air introduced by the operation of the engine 1 is prevented from flowing into the exhaust system. Thus, the temperature of the three-way catalytic converter 115 is prevented from fal-ling, and hence the regenerative efficiency is increased and the emission characteristics are not.
impaired.
If the regenerating operation of the electric motor 3 is limited, the intake valve 122 or the exhaust valve 123 is operated in a more closing direction than if the regenerating operation of the electric motor 3 is not limited, and the target valve lift and the valve opening period are established depending on the regeneration limit-ing quantity REGlim in STEP2517 - STEP2519. Consequently, the pumping losses increase depending on a reduction in the regenerative torque due to the limited regenerating opera-tion, so that the braking torques will not vary. There-fore, the drivability of the hybrid vehicle is not impaired.
A third embodiment of the present invention will be described below. In the third embodiment, each of the intake valves 122 and each of the exhaust valves 123 are used as a pumping loss control means. Therefore, the third embodiment differs from the first embodiment as to the process of determining a decelerating regenerative quan-tity. System details, control unit details, and other de-tails of the processing sequence according to the third em-bodiment are identical to those of the first embodiment.
FIGS. 15 and 23 show a processing sequence for determining a decelerating regenerative quantity according to the third embodiment of the present invention. The processing of STEP1501 - STEP1511 shown in FIG. 15 accord-ing to the third embodiment is the same as the processing of STEP1501 - STEP1511 described above.
In STEP3112 shown in FIG. 21, the electric motor control unit 12 decides whether or not the allowable regen-erative quantity REGperm is equal to or greater than the decelerating regenerative quantity REGdec. If REGperm >_ REGdec, then the electric motor control unit 12 sets the target opening 6th0 for the throttle valve 103 to "0"
(substantially fully closed) in STEP3113, and outputs a command to fully close the intake and exhaust valves 122, 123 in STEP3114. Since the intake and exhaust valves 122, 123 are kept closed as shown in FIG. 24, the pumping losses of the engine 1 are lowered, and cold fresh air is pre-vented from flowing into the three-way catalytic converter 115, which will not be excessively cooled.
Referring back to FIG. 23, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to the decelerating regenerative quantity REGdec in STEP3115, sets a countdown timer tmF/C to a pre-determined time TmF/C and starts the countdown timer tmF/C
in STEP3121. Thereafter, the processing sequence shown in FIGS. 15 and 23 is finished. The predetermined time TmF/C
is selected to be a period of time long enough for a suit-able amount of fresh air to be maintained after the intake and exhaust valves 122, 123 have started its normal control operation.
If REGperm < REGdec in STEP3112, the electric motor control unit 12 sets the target opening 6th0 for the throttle valve 103 to "0" (substantially fully closed) in STEP3116, and then calculates a regeneration limiting quan-tity REGlim according to the above equation (6) in STEP3117.
Then, the electric motor control unit 12 calcu-lates a target valve lift LIFTin and a valve opening period Tin for the intake valve 122 and a target valve lift LIFTex or a valve opening period Tex for the exhaust valve 123 as a corrective value for the decelerating resistance (deceleration) in STEP3118. The target valve lift LIFTin and the valve opening period Tin and the target valve lift LIFTex and the valve opening period Tex are calculated from a LIFTin-LIFTex map which uses the regeneration limiting quantity REGlim and the vehicle speed Vcar as parameters.
The LIFTin-LIFTex map is established such that in most ar-eas, the target valve lift LIFTin and the valve opening pe-riod Tin and the target valve lift LIFTex and the valve opening period Tex are greater as the regeneration limiting quantity REGlim is smaller and the vehicle speed Vcar is higher. The pumping losses of the engine 1 are minimum when the intake and exhaust valves 122, 123 are fully closed, and maximum when the intake and exhaust valves 122, 123 are slightly opened to a given open position. When the intake and exhaust valves 122, 123 are further opened from the given open position, the pumping losses of the engine 1 are gradually reduced. Therefore, the LIFTin~LIFTex map is established with respect to the target valve lift LIFTin and the valve opening period Tin and the target valve lift LIFTex and the valve opening period Tex in view of the above behaviors of the pumping losses.
The electric motor control unit 12 outputs a command to control the intake valve 122 to reach the target valve lift LIFTin and the valve opening period Tin and a command to control the exhaust valve 123 to reach the tar-get valve lift LIFTex and the valve opening period Tex for thereby correcting the decelerating resistance in STEP3119.
When the regenerating operation of the electric motor 3 is limited, therefore, the pumping losses of the engine 1 are appropriately increased depending on a reduction in the re-generative torque and the braking torques are not varied.
The decelerating resistance may be corrected by at least one of the target valve lifts LIFTin, LIFTex and the valve opening periods Tin, Tex.

Then, the electric motor control unit 12 sets the decelerating regenerative output power POWERreg to de-celerating regenerative quantity REGdec in STEP3120.
Thereafter, the electric motor control unit 12 executes STEP3121, and then the processing sequence shown in FIGS.
15 and 23 is finished.
If a condition for a fuel cut is not satisfied in STEP1501, or if a condition for forced return from a fuel cut is satisfied in STEP1502, then the electric motor control unit 12 carries out ordinary control of the intake and exhaust valves 122, 123 in STEP3124, and effects return from a fuel cut in STEP3125. Thereafter, the processing sequence shown in FIGS. 15 and 23 is finished.
If a condition for return from a fuel cut is satisfied in STEP1503, then the electric motor control unit 12 decides whether the countdown timer tmF/C has reached "0" or not in STEP3122. If the countdown timer tmF/C has not yet reached "0", then the electric motor control unit f2 carries out ordinary control of the intake and exhaust valves 122, 123 in STEP3123, after which the processing se-quence shown in FIGS. 15 and 21 is finished. If the count-down timer tmF/C has reached "0" in STEP3122, then control jumps from STEP3122 to STEP3124.
According to the third embodiment, if the regen-erating operation of the electric motor 3 is not limited while the hybrid vehicle is decelerating, the intake and exhaust valves 122, 123 are operated in a closing direction to a substantially fully closed position in STEP3114.
Therefore, since almost no gasses flow into and out of the combustion chambers, the pumping losses of the engine 1 are lowered, and cold fresh air is prevented from flowing into the three-way catalytic converter 115. Thus, the tempera-ture of the three-way catalytic converter 115 is prevented from falling, and hence the regenerative efficiency is in-creased and the emission characteristics are; not impaired.
If the regenerating operation of the electric motor 3 is limited, the intake and exhaust valves 122, 123 are operated in a more opening direction than if the regen-erating operation of the electric motor 3 is not limited, and the target valve lifts LIFTin, LIFTex and the valve opening periods Tin, Tex are established depending on the regeneration limiting quantity REGlim in STEP3117 -STEP3119. Consequently, the pumping losses increase de-pending on a reduction in the regenerative torque due to the limited regenerating operation, so that the braking torques will not vary. Therefore, the drivability of the hybrid vehicle is not impaired.
Rather than employing the intake valve actuators 125 and the exhaust valve actuators 126 to operate the in-take and exhaust valves 122, 123, the control system ac-cording to the present invention may have a known valve ac-tuating device for varying valve lifts and valve opening and closing periods for the intake and exhaust valves 122, 123, the valve actuating device being capable of disabling selected ones of the intake and exhaust valves 122, 123.
The throttle valve 103 whose opening is con-trolled by the electrically operated actuator 105 may be replaced with an ordinary throttle valve that is mechani-cally linked to the accelerator pedal. In such a modifica-tion, the amount of intake air depending on the output power of the electric motor may be controlled by a passage bypassing the throttle valve and a control valve disposed in the passage.
In the third embodiment in which the intake and exhaust valves are used as the pumping loss control means, the valve lifts and the valve opening periods of the intake and exhaust valves are continuously varied. However, the valve lifts and the valve opening periods of the intake and exhaust valves may be varied stepwise only when the correc-tive value for the deceleration resistance exceeds a cer-tain threshold value.
While the ultracapacitor is employed as the electric energy storage unit in the illustrated embodi-ments, the electric energy storage unit may instead com-prise a battery.
Although certain preferred embodiments of the present invention have been shown and described in detail, it should be understood that various changes and modifica-tions may be made therein without departing from the scope of the appended claims.

Claims (7)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle, an elec-tric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive con-trol circuit for controlling the electric motor, and elec-trio energy storage means for storing electric energy, com-prising:
intake air control means for controlling an amount of intake air supplied to the engine;
an exhaust gas recirculation control valve for controlling recirculation of exhaust gases from an exhaust system of the engine to an intake system of the engine; and control means for operating said intake air con-trot means to reduce said amount of intake air and operat-ing said exhaust gas recirculation control valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
2. A control system according to claim 1, fur-ther comprising:
regenerative quantity establishing means for es-tablishing a regenerative quantity depending on a vehicle speed of the hybrid vehicle when the hybrid vehicle is de-celerating; and regeneration limiting quantity establishing means for establishing a regeneration limiting quantity to limit the regenerative quantity depending on a remaining capacity of the electric energy storage means;
said control means comprising means for operat-ing said exhaust gas recirculation control valve in a clos-ing direction based on the regeneration limiting quantity established by said regeneration limiting quantity estab-lishing means.
3. A control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle, an elec-tric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive con-trol circuit for controlling the electric motor, and elec-tric energy storage means for storing electric energy, com-prising:
intake air control means for controlling an amount of intake air supplied to the engine;
intake valve actuating means for actuating an intake valve of the engine; and control means for operating said intake air con-trot means to reduce said amount of intake air and control-ling said intake valve actuating means to operate said in-take valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
4. A control system according to claim 3, fur-ther comprising:
regenerative quantity establishing means for es-tablishing a regenerative quantity depending on a vehicle speed of the hybrid vehicle when the hybrid vehicle is de-celerating; and regeneration limiting quantity establishing means for establishing a regeneration limiting quantity to limit the regenerative quantity depending on a remaining capacity of the electric energy storage means;
said control means comprising means for control-ling said intake valve actuating means based on a valve lift or a valve opening period established based on the re-generation limiting quantity established by said regenera-tion limiting quantity establishing means.
5. A control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle, an elec-tric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, a drive con-trol circuit for controlling the electric motor, and elec-tric energy storage means for storing electric energy, com-prising:
intake air control means for controlling an amount of intake air supplied to the engine;

exhaust valve actuating means for actuating an exhaust valve of the engine; and control means for operating said intake air con-trot means to reduce said amount of intake air and control-ling said exhaust valve actuating means to operate said ex-haust valve in an opening direction when the electric motor operates in the regenerative mode while the hybrid vehicle is decelerating.
6. A control system for controlling a hybrid ve-hicle having an engine for rotating a drive axle and an electric motor for converting kinetic energy of the drive axle into electric energy in a regenerative mode, compris-ing:
intake valve actuating means for actuating an intake valve of the engine;
exhaust valve actuating means for actuating an exhaust valve of the engine; and control means for operating said intake valve actuating means and said exhaust valve actuating means to operate said intake valve and said exhaust valve in a clos-ing direction when the electric motor operates in the re-generative mode while the hybrid vehicle is decelerating.
7. A control system according to claim 5, fur-ther comprising:

regenerative quantity establishing means for es-tablishing a regenerative quantity depending on a vehicle speed of the hybrid vehicle when the hybrid vehicle is de-celerating; and regeneration limiting quantity establishing means for establishing a regeneration limiting quantity to limit the regenerative quantity depending on a remaining capacity of the electric energy storage means;
said control means comprising means for control-ling said intake valve actuating means or said exhaust valve actuating means based on a valve lift or a valve opening period established based on the regeneration limit-ing quantity established by said regeneration limiting quantity establishing means.
CA002247659A 1997-09-17 1998-09-17 Control system for hybrid vehicle Expired - Fee Related CA2247659C (en)

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CA2247659A1 (en) 1999-03-17
DE69819837T2 (en) 2004-11-11
EP0904971A1 (en) 1999-03-31
DE69819837D1 (en) 2003-12-24
JP3096446B2 (en) 2000-10-10
JPH1193723A (en) 1999-04-06
CN1125735C (en) 2003-10-29
KR100321190B1 (en) 2002-03-08
CN1215004A (en) 1999-04-28
EP0904971B1 (en) 2003-11-19
KR19990029849A (en) 1999-04-26

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