JP7075843B2 - Control device - Google Patents

Description

The present invention relates to a control device that controls an engine.

Examples of the auxiliary machine driven by the engine include a compressor that compresses and discharges the refrigerant during the refrigeration cycle, and a generator. According to Patent Document 1, when the vehicle starts decelerating due to the deceleration request of the driver, both auxiliary machines (compressor and generator) are driven in the fuel cut state in which the fuel injection is cut, and the rotational energy of the engine is stored in the cooler. And a system for collecting by a capacitor is disclosed.

In the technique described in Patent Document 1, when the rotational energy is recovered, the recovery torque distribution ratio of both auxiliary machines at the time of deceleration is set based on the balance between the cold storage requirement amount and the storage storage requirement amount. Then, due to the response delay of the recovery torque of the compressor, the actual recovery torque of the generator is driven during the response waiting period until the actual recovery torque of the compressor rises to the target recovery torque of the compressor according to the recovery torque distribution rate. It is increased above the target recovery torque of the generator according to the torque distribution rate. According to this, it is possible to increase the amount of rotational energy recovered in the cold storage device and the storage device during the response waiting period.

Japanese Patent No. 5387500

The larger the recovery torque of the compressor and the generator, the more the amount of rotational energy recovered by the cold storage and the storage can be increased. On the other hand, when the recovery torque of the compressor and the generator is large, the amount of decrease in the rotational energy of the engine increases, which increases the deceleration of the vehicle. Then, if the deceleration of this vehicle is excessively large, the driver depresses the accelerator pedal to loosen the deceleration. As a result, it becomes impossible to continue the fuel cut state when the vehicle is decelerated, which causes a problem that the fuel efficiency of the vehicle deteriorates.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a control device capable of suppressing deterioration of fuel efficiency of a vehicle when the vehicle is decelerated.

The present invention is a vehicle provided with a recovery device driven by rotation of an engine output shaft and recovering rotational energy as at least one of electric energy and thermal energy, and a storage unit for storing the rotational energy recovered by the recovery device. The negative torque including the recovery torque generated by the recovery device recovering the rotational energy while acting in the direction opposite to the rotation direction of the engine output shaft during deceleration of the vehicle is calculated. The torque calculation unit, the storage amount acquisition unit that acquires the energy storage amount stored in the storage unit when the vehicle is decelerating, and the deceleration ratio of the vehicle based on the negative torque in response to the driver's deceleration request are large. It is provided with a determination unit for determining whether or not the determination unit is large, and a control unit for reducing the recovery torque among the negative torques according to the amount of energy storage when it is determined that the determination unit is large.

When the vehicle is decelerated, the rotational energy of the engine is recovered by the recovery device, and the vehicle decelerates at the corresponding deceleration. If the deceleration of this vehicle is large with respect to the driver's deceleration request, the driver depresses the accelerator pedal to loosen the deceleration. As a result, the fuel efficiency of the vehicle deteriorates.

In the control device of the present invention, when it is determined that the deceleration of the vehicle is large in response to the driver's deceleration request, the recovery torque of the recovery device is reduced according to the amount of energy stored in the storage unit. By reducing the recovery torque, the negative torque including the recovery torque can be reduced, and it is possible to prevent the deceleration of the vehicle from becoming large in response to the driver's deceleration request. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle is decelerating, and it is possible to suppress deterioration of the fuel efficiency of the vehicle.

The block diagram which shows the outline of the engine control system. Overall configuration diagram of the engine. The flowchart which shows the recovery control process of 1st Embodiment. The figure which shows the relationship between the required deceleration degree and the brake stroke amount. The flowchart which shows the loss reduction processing of 1st Embodiment. The figure which shows an example of the recovery reduction processing. The figure which shows an example of loss reduction processing. The figure which shows an example of the recovery increase processing. The flowchart which shows the recovery control process of 2nd Embodiment. The flowchart which shows the loss reduction processing of 2nd Embodiment.

(First Embodiment)
Hereinafter, the engine control system of the vehicle 100 to which the control device of the first embodiment is applied will be described with reference to the drawings. As shown in FIG. 1, the vehicle 100 includes an engine 10 as an internal combustion engine and an ECU 40 as a control device.

The engine 10 is an in-cylinder injection type 4-cycle gasoline engine mounted on the vehicle 100. Specifically, the engine 10 is a 4-cylinder engine including four cylinders. Each cylinder of the engine 10 mounted on the vehicle 100 is provided with a fuel injection valve 11 for supplying fuel to the combustion chamber 61 (see FIG. 2) of the engine 10.

The energy generated by the combustion of the fuel is taken out as the rotational power of the crank shaft 13 of the engine 10. This rotational power is transmitted to drive wheels (not shown) of the vehicle 100 via the transmission 14. In this embodiment, the crank shaft 13 corresponds to the "engine output shaft".

A starter 20 is connected to the crank shaft 13. The starter 20 is started by being supplied with electric power from the battery 21 by turning on an ignition switch (not shown), and gives an initial rotation to the crank shaft 13 to start the engine 10.

The alternator 22 is a generator that is driven by the rotational energy of the crank shaft 13 to generate electricity. That is, the alternator 22 is a recovery device that recovers the rotational energy of the engine 10 as electrical energy. The pulley 24 mechanically connected to the drive shaft 23 of the alternator 22 is mechanically connected to the crank shaft 13 via the belt 15 and the crank pulley 16. The alternator 22 can adjust the amount of power generation by adjusting the exciting current flowing through the rotor coil of the alternator 22. The battery 21 is a storage battery that stores the electric power generated by the alternator 22. The alternator 22 and the battery 21 constitute a power storage system 29. The ECU 40 acquires the stored amount Qe of the battery 21 from the battery 21, and controls the amount of power generation by the alternator 22 so that the stored amount Qe is within an appropriate range.

The vehicle 100 is equipped with a cooling system that cools the interior of the vehicle. This cooling system includes a compressor 30 that sucks and discharges the refrigerant to circulate the refrigerant in the refrigeration cycle 39, a condenser 31, a receiver 32, an expansion valve 33, an evaporator 34, and the like provided in the refrigerant path 31a. It is composed of.

The compressor 30 is driven by the rotational energy of the crank shaft 13, and the discharge capacity of the refrigerant can be continuously variably set by the energization operation of the electromagnetically driven control valve (CV) 30a provided in the compressor 30. It is a capacitive compressor. The pulley 38 mechanically connected to the drive shaft 37 of the compressor 30 is mechanically connected to the crank shaft 13 via the belt 15 and the crank pulley 16. Under the condition that the rotational power of the crank shaft 13 is transmitted to the compressor 30, the discharge capacity is adjusted by the operation of energizing the CV 30a. In the compressor 30, a state in which the discharge capacity is larger than 0 is a state in which the compressor 30 is driven, and a state in which the discharge capacity is 0 is a state in which the compressor 30 is stopped.

The condenser 31 is a member that exchanges heat between the air (outside air) blown from a fan (not shown) that is rotationally driven by a DC motor or the like and the refrigerant discharged and supplied from the compressor 30. The receiver 32 is provided to separate the refrigerant flowing from the capacitor 31 into gas and liquid, temporarily store the separated liquid refrigerant, and supply only the liquid refrigerant to the downstream side. The liquid refrigerant stored in the receiver 32 is rapidly expanded by the expansion valve 33 to be atomized. The atomized refrigerant is supplied to the evaporator 34 that cools the air blown into the vehicle interior.

In the evaporator 34, a part or all of the refrigerant is vaporized by heat exchange between the air blown from the fan (Eva fan) 35 that is rotationally driven by a DC motor or the like and the atomized refrigerant. As a result, the air blown from the EVA fan 35 is cooled, and the cooled air is blown into the vehicle interior to cool the vehicle interior. A refrigerant temperature sensor 34a for detecting the refrigerant temperature is provided in the immediate vicinity of the outlet of the evaporator 34. Further, the refrigerant flowing out of the evaporator 34 is sucked into the suction port of the compressor 30.

In the refrigeration cycle 39 of the present embodiment, the cool storage device 36 is attached to the evaporator 34. The cold storage device 36 is configured by enclosing a cold storage agent such as paraffin that stores the heat of the refrigerant. For example, in the so-called idle stop control in which the engine 10 is automatically stopped when a predetermined stop condition is satisfied during idle operation, the compressor 30 is also automatically stopped by the automatic stop of the engine 10. When the cooler 36 is attached, the air blown from the Eva fan 35 and the cooler 36 exchange heat under the condition that the compressor 30 is stopped, so that the blown air is cooled and cooled. It is possible to cool the passenger compartment by sending the air to the passenger compartment. The cold storage in the cold storage device 36 is performed, for example, by operating the compressor 30 in excess with respect to a predetermined cooling request amount. That is, the compressor 30 is a recovery device that recovers the rotational energy of the engine 10 as heat energy.

The ECU 40 has an A / C switch operation signal operated by the vehicle occupant, which is a signal for driving the compressor 30 to cool the vehicle interior, or an operation signal for the target temperature setting switch operated by the vehicle occupant. Therefore, a signal for setting a target temperature in the vehicle interior, a detection signal for the vehicle interior temperature sensor for detecting the vehicle interior temperature, a refrigerant temperature sensor 34a, and the like are input. The ECU 40 operates various devices such as the EVA fan 35 and the CV30a by executing various control programs stored in the ROM in response to these inputs. Then, by operating these various devices, the drive control of the compressor 30 and the cooling control of the vehicle interior are performed.

In the drive control of the compressor 30, the cold storage amount Qc of the cold storage device 36 can be adjusted by adjusting the energization amount flowing through the CV 30a of the compressor 30. The ECU 40 calculates the cold storage amount Qc of the cold storage device 36 based on the surplus operation amount of the compressor 30 surplus operation with respect to the cooling request amount. The ECU 40 controls the energization amount of the CV30a so that the cold storage amount Qc is within an appropriate range. In the present embodiment, the alternator 22 and the compressor 30 correspond to the "recovery device", the battery 21 and the cold storage 36 correspond to the "storage unit", and the storage amount Qe and the cold storage amount Qc correspond to the "energy storage amount". Corresponds to.

Further, the vehicle 100 is provided with a hydraulically driven brake actuator 80. The brake actuator 80 generates a brake torque Tb according to the amount of brake operation by the driver, and stops the rotation of the crank shaft 13.

Next, the structure of the engine 10 will be described. FIG. 2 shows the overall configuration of the engine 10. Note that, in FIG. 2, only one of the four cylinders included in the engine 10 is shown, and the other cylinders are not shown.

As shown in FIG. 2, in the engine 10, the intake pipe 51 is provided with a throttle valve 53. The ECU 40 controls the opening and closing of the throttle valve 53 by the motor 54. A surge tank 56 is provided on the downstream side of the throttle valve 53 in the intake pipe 51, and a brake booster 82 and an intake manifold 57 are connected to the surge tank 56. In the present embodiment, the intake pipe 51 corresponds to the "intake path" and the throttle valve 53 corresponds to the "intake throttle valve".

The brake booster 82 is a mechanism in the brake actuator 80 that increases the braking force by the intake negative pressure Pm in the surge tank 56. The intake manifold 57 is connected to the intake port 58 of each cylinder. The intake port 58 is formed in the cylinder head of the engine 10 and communicates with the combustion chamber 61. Further, an exhaust port 59 is formed in the cylinder head. The exhaust port 59 communicates with the combustion chamber 61 and is connected to the exhaust pipe 52.

The intake port 58 is provided with an intake valve 63, and the exhaust port 59 is provided with an exhaust valve 64. When the intake valve 63 is opened, the air in the intake pipe 51 is introduced into the combustion chamber 61 via the intake port 58. Further, when the exhaust valve 64 is opened, the exhaust gas after combustion is discharged to the exhaust pipe 52 via the exhaust port 59. The opening / closing timing of the intake valve 63 and the exhaust valve 64 is variably controlled by the valve adjusting mechanism 69, respectively. The ECU 40 controls the opening / closing timing of the intake valve 63 and the exhaust valve 64 by the valve adjusting mechanism 69.

The engine 10 includes an electromagnetically driven fuel injection valve 11 that injects and supplies fuel to each cylinder. The fuel injection valve 11 is connected to the fuel tank 67 via the fuel pipe 66. The fuel tank 67 is filled with fuel. The fuel in the fuel tank 67 is pumped up by the pump 68 and supplied to the fuel injection valve 11 of each cylinder.

A spark plug 71 is attached to the cylinder head of the engine 10 for each cylinder. The spark discharge from the spark plug 71 ignites the air-fuel mixture in the combustion chamber 61.

The exhaust pipe 52 is provided with an oxygen concentration sensor 72 that detects the oxygen concentration in the exhaust gas. On the downstream side of the oxygen concentration sensor 72 in the exhaust pipe 52, a catalyst 73 such as a three-way catalyst for purifying the exhaust gas is provided.

In addition, the engine 10 has a cooling water temperature sensor 75 that detects the cooling water temperature of the engine 10, a load sensor 76 that detects an engine load such as an intake air amount and an intake negative pressure Pm, and a rectangular shape for each predetermined crank angle of the engine 10. A crank angle sensor 77 or the like that outputs a signal is provided. Further, the engine rotation speed Ne is detected based on the output signal of the crank angle sensor 77.

As is well known, the ECU 40 is mainly composed of a microcomputer including a CPU, ROM, RAM and the like. Detection signals are input to the ECU 40 from the various sensors described above. The ECU 40 executes various control programs stored in the ROM in response to the above input to perform combustion control of the engine 10 such as fuel injection control by the fuel injection valve 11, as well as a throttle valve 53 and an intake valve. It controls each configuration of the engine 10 such as 63 and the exhaust valve 64.

Further, the ECU 40 implements recovery control for recovering the rotational energy of the engine 10 when the vehicle 100 is decelerated. That is, the ECU 40 controls to generate a negative torque Tn when the vehicle 100 is decelerating and traveling in a state where the accelerator operation amount of the driver becomes zero during deceleration and the fuel injection from the fuel injection valve 11 is cut. As a result, the rotational energy of the engine 10 is converted into thermal energy and stored in the cold storage 36, and at the same time, it is converted into electric energy and stored in the battery 21.

Here, the negative torque Tn is a torque that acts in the direction opposite to the rotation direction of the crank shaft 13 of the engine 10, and includes a power generation torque Te, a drive torque Tc, and a loss torque Tl. The power generation torque Te is the torque generated by driving the alternator 22, and the drive torque Tc is the torque generated by driving the compressor 30. Further, the loss torque Tl is a torque generated by vibration, friction, or the like in the engine 10, and includes a pump loss which is a pressure loss in the intake pipe 51. In this embodiment, the power generation torque Te and the drive torque Tc correspond to the “recovery torque”.

By the way, as the power generation torque Te and the drive torque Tc are larger, the amount of rotational energy recovered by the battery 21 and the cooler 36 can be increased. On the other hand, when the power generation torque Te and the drive torque Tc are large, the negative torque Tn including these becomes large, and the amount of decrease in the rotational energy of the engine 10 increases. As a result, the deceleration of the vehicle 100 becomes large. Then, if the deceleration of the vehicle 100 is excessively large, the driver depresses the accelerator pedal in order to loosen the deceleration. As a result, it becomes impossible to continue the fuel cut state when the vehicle 100 is decelerated, which causes a problem that the fuel efficiency of the vehicle 100 deteriorates.

The ECU 40 of the present embodiment implements a recovery control process in order to solve the above problem. In the recovery control process, it is determined whether the deceleration of the vehicle 100 based on the negative torque Tn is large with respect to the deceleration request of the driver, and it is determined that the deceleration of the vehicle 100 based on the negative torque Tn is large with respect to the deceleration request of the driver. If this is the case, at least one of the power generation torque Te and the drive torque Tc is reduced according to the storage amount Qe of the battery 21 and the cold storage amount Qc of the cold storage device 36. This makes it possible to reduce the deceleration of the vehicle 100 based on the negative torque Tn. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle 100 is decelerated, and it is possible to suppress deterioration of the fuel efficiency of the vehicle 100.

FIG. 3 shows a flowchart of the recovery control process of the present embodiment. This control process is repeatedly executed by the ECU 40 at a predetermined cycle, for example, during deceleration of the vehicle 100.

When the recovery control process is started, first, in step S10, the negative torque Tn is calculated. The negative torque Tn is calculated based on the power generation torque Te, the drive torque Tc, and the loss torque Tl. Specifically, the power generation torque Te can be calculated from the engine rotation speed Ne and the amount of exciting current flowing through the rotor coil of the alternator 22. The drive torque Tc can be calculated from the engine rotation speed Ne and the amount of electricity supplied to the CV 30a of the compressor 30. The pump loss constituting the loss torque Tl can be calculated from the engine rotation speed Ne and the opening degree of the throttle valve 53. In this embodiment, the process of step S10 corresponds to the "torque calculation unit".

In step S12, the deceleration total An of the vehicle 100 based on the negative torque Tn calculated in step S10 is calculated.

In step S14, the driver's required deceleration total Ax is calculated. The required deceleration rate Ax is the deceleration rate required by the driver, and can be calculated from the brake stroke amount Sb, which is the brake operation amount, the accelerator stroke amount Sa, which is the accelerator operation amount by the driver, and the engine rotation speed Ne. For example, as shown in FIG. 4, the required deceleration combination Ax has a relationship that increases as the brake stroke amount Sb increases. Further, the required deceleration matching Ax shifts to the side where the required deceleration matching Ax increases as the engine rotation speed Ne increases, and shifts to the side where the required deceleration matching Ax decreases as the engine rotation speed Ne decreases.

In step S16, the storage amount Qe is acquired from the battery 21, and the cold storage amount Qc is acquired from the cold storage device 36. In the following step S18, it is determined whether the deceleration rate An calculated in step S12 is larger than the required deceleration rate Ax calculated in step S14. In this embodiment, the process of step S16 corresponds to the "accumulation amount acquisition unit", and the process of step S18 corresponds to the "determination unit".

If affirmative determination is made in step S18, recovery reduction processing (steps S20 to S36) for reducing at least one of the power generation torque Te and the drive torque Tc is performed according to the storage amount Qe and the cold storage amount Qc acquired in step S16. .. In the recovery reduction process, first, in step S20, the excess amount Td of the negative torque Tn is calculated. Specifically, the required deceleration torque Tx that satisfies the required deceleration torque Ax calculated in step S14 is calculated, and the excess amount Td is obtained by subtracting the required deceleration torque Tx from the negative torque Tn.

Next, in steps S22 to S36, the reduction ratio Wd, which is the ratio of the excess amount Td to be reduced from each of the power generation torque Te and the drive torque Tc, is determined from the excess amount Td calculated in step S20. When determining the reduction rate Wd, the storage amount Qe acquired in step S16 is compared with the storage lower limit value Qed, and the power generation torque Te is reduced on condition that the storage amount Qe is larger than the storage lower limit value Qed. .. Here, the storage lower limit value Qed is a lower limit value of the storage amount Qe determined to protect the battery 21 from over-discharging, and is, for example, a constant value. The battery 21 discharges when the storage amount Qe is larger than the storage lower limit value Qed, and stops discharging when the storage amount Qe is smaller.

Further, the cold storage amount Qc acquired in step S16 is compared with the cold storage lower limit value Qcd, and the drive torque Tc is reduced on condition that the cold storage amount Qc is larger than the cold storage lower limit value Qcd. Here, the cold storage lower limit value Qcd is a lower limit value of the cold storage amount Qc defined to ensure that the cooled air is sent to the passenger compartment for a certain period of time when the compressor 30 is stopped. It is a fluctuation value that fluctuates depending on the outside air temperature and the like. For example, the cold storage lower limit value Qcd is set to a larger value as the outside air temperature is higher. When the cold storage amount Qc is larger than the cold storage lower limit value Qcd, the cold storage device 36 exchanges heat with the air blown from the Eva fan 35, and when the cold storage amount Qc is small, the Eva fan 35 stops to stop the heat exchange.

Specifically, in step S22, it is determined whether the storage amount Qe is larger than the storage lower limit value Qed and the cold storage amount Qc is larger than the cold storage lower limit value Qcd. If affirmative determination is made in step S24, it is determined that both the power generation torque Te and the drive torque Tc can be reduced. In this case, the reduction ratio Wd of the power generation torque Te and the drive torque Tc is determined according to the balance between the cold storage amount Qc and the storage amount Qe.

Specifically, in step S24, the storage ratio We, which is the ratio of the storage amount Qe acquired in step S16 to the storage upper limit value Qeu, and the ratio of the cold storage amount Qc acquired in step S16 to the cold storage upper limit value Qcu. The cold storage ratio Wc is calculated, and it is determined whether the storage ratio We is larger than the cold storage ratio Wc.

Here, the storage upper limit value Qeu is an upper limit value of the storage amount Qe determined to protect the battery 21 from overcharging, and is, for example, a constant value. The alternator 22 generates power when the storage amount Qe is smaller than the storage upper limit value Qeu, and stops power generation when the storage amount Qe is larger than the storage upper limit value Qeu. Further, the cold storage upper limit value Qcu is the cold storage amount Qc in a state where the cold storage device 36 is completely cooled. The compressor 30 is subjected to surplus operation when the cold storage amount Qc is smaller than the cold storage upper limit value Qcu, and the surplus operation is stopped when the cold storage amount Qc is larger than the cold storage upper limit value Qcu. In the present embodiment, the storage upper limit value Qeu corresponds to the “storage reference value”, and the cold storage upper limit value Qcu corresponds to the “cold storage reference value”.

If affirmative determination is made in step S24, in step S26, the reduction ratio Wd is determined so as to preferentially reduce the power generation torque Te corresponding to the storage ratio We, and the power generation torque Te and the drive torque Tc are reduced according to this reduction ratio Wd. And end the collection control process. On the other hand, if a negative determination is made in step S24, in step S28, the reduction ratio Wd is determined so as to preferentially reduce the drive torque Tc corresponding to the cold storage ratio Wc, and the power generation torque Te and the drive torque Tc are determined according to this reduction ratio Wd. Is reduced, and the recovery control process is terminated.

On the other hand, if a negative determination is made in step S22, it is determined in step S30 whether the storage amount Qe is smaller than the storage lower limit value Qed and the cold storage amount Qc is larger than the cold storage lower limit value Qcd. If affirmative determination is made in step S30, it is determined that the power generation torque Te cannot be reduced and the drive torque Tc can be reduced. In this case, in the subsequent step S32, the excess amount Td calculated in step S20 is reduced from the drive torque Tc, and the recovery control process is terminated.

If a negative determination is made in step S30, it is determined in step S34 whether the storage amount Qe is larger than the storage lower limit value Qed and the cold storage amount Qc is smaller than the cold storage lower limit value Qcd. If affirmative determination is made in step S34, it is determined that the power generation torque Te can be reduced and the drive torque Tc cannot be reduced. In this case, in the following step S36, the excess amount Td calculated in step S20 is reduced from the power generation torque Te, and the recovery control process is terminated.

If a negative determination is made in step S34, that is, if it is determined that the storage amount Qe is smaller than the storage lower limit value Qed and the cold storage amount Qc is smaller than the cold storage lower limit value Qcd, neither the power generation torque Te nor the drive torque Tc is reduced. Judge as possible. In this case, the recovery reduction process is terminated, and in the subsequent step S38, the loss reduction process for reducing the pump loss in the loss torque Tl is performed, and the recovery control process is terminated. In this embodiment, the processes of steps S20 to S56 correspond to the "control unit".

FIG. 5 shows a flowchart of the loss reduction process of the present embodiment. When the loss reduction process is started, first, in step S60, the intake negative pressure Pm is acquired by using the load sensor 76. In the following step S62, it is determined whether the absolute value of the intake negative pressure Pm is smaller than the absolute value of the reference negative pressure Pk. The reference negative pressure Pk is a negative pressure for ensuring the braking force of the basic performance of the vehicle 100 in the brake actuator 80. If a negative determination is made in step S62, the loss reduction process ends.

On the other hand, if an affirmative determination is made in step S62, the opening degree of the throttle valve 53 is controlled to the open side in step S64 as compared with the case where a negative determination is made in step S62. As a result, the pressure loss in the intake pipe 51 is reduced, and the pump loss is reduced. That is, the opening degree of the throttle valve 53 is controlled according to the intake negative pressure Pm.

In step S66, the valve adjusting mechanism 69 is controlled so that the valve closing timing of the intake valve 63 becomes a predetermined delayed closing state. As a result, after the start of combustion of the air-fuel mixture in the combustion chamber 61, the valve opening period in which the intake valve 63 is open becomes longer, and the amount of EGR flowing back into the intake pipe 51 increases.

In step S68, the negative torque Tn after the pump loss is reduced is calculated. Hereinafter, the negative torque Tn calculated in step S68 is referred to as a second negative torque Tn2. The second negative torque Tn2 is smaller than the negative torque Tn because the loss torque Tl including the pump loss is reduced.

In step S70, the second deceleration total An2 of the vehicle 100 based on the second negative torque Tn2 calculated in step S68 is calculated. In the following step S72, it is determined whether the second deceleration rate An2 calculated in step S70 is smaller than the required deceleration rate Ax calculated in step S14. If a negative determination is made in step S72, the loss reduction process ends.

On the other hand, if an affirmative determination is made in step S72, at least one of the generated torque Te and the drive torque Tc is within a range in which the second deceleration combination An2 based on the second negative torque Tn2 does not become larger than the required deceleration matching Ax calculated in step S14. (Steps S74 to S90) are carried out. That is, the process of distributing the surplus of the required deceleration torque Tx generated by the decrease of the loss torque Tl to at least one of the power generation torque Te and the drive torque Tc is performed. In the distribution process, first, in step S74, the surplus amount Tu of the negative torque Tn is calculated. Specifically, the amount of increase in the second negative torque Tn2 for the second deceleration combination An2 calculated in step S68 to be equal to the required deceleration combination Ax calculated in step S14 is calculated.

Next, among the surplus amount Tu calculated in step S74, the increase ratio Wu, which is the ratio of the surplus amount Tu that increases each of the power generation torque Te and the drive torque Tc, is determined. When determining the increase rate Wu, the storage amount Qe acquired in step S16 is compared with the storage upper limit value Qeu, and the power generation torque Te is increased on condition that the storage amount Qe is smaller than the storage upper limit value Qeu. .. Further, in step S76, the cold storage amount Qc acquired in step S16 is compared with the cold storage upper limit value Qcu, and the drive torque Tc is increased on condition that the cold storage amount Qc is smaller than the cold storage upper limit value Qcu.

Specifically, in step S76, it is determined whether the storage amount Qe is smaller than the storage upper limit value Qeu and the cold storage amount Qc is smaller than the cold storage upper limit value Qcu. If affirmative determination is made in step S76, it is determined that both the power generation torque Te and the drive torque Tc can be increased. In this case, the increase ratio Wu of the power generation torque Te and the drive torque Tc is determined according to the balance between the cold storage amount Qc and the storage amount Qe.

Specifically, in step S78, it is determined whether the storage ratio We is smaller than the cold storage ratio Wc. If an affirmative determination is made in step S78, in step S80, the increase ratio Wu is determined so as to preferentially increase the power generation torque Te corresponding to the storage ratio We, and the power generation torque Te and the drive torque Tc are increased according to this increase ratio Wu. And end the loss reduction process. On the other hand, if a negative determination is made in step S78, in step S82, the increase ratio Wu is determined so as to preferentially increase the drive torque Tc corresponding to the cold storage ratio Wc, and the power generation torque Te and the drive torque Tc are determined according to this increase ratio Wu. Is increased, and the loss reduction process is terminated. In steps S80 and S82, the power generation torque Te or the drive torque Tc is preferentially reduced so that the storage ratio We and the cold storage ratio Wc become equal.

On the other hand, if a negative determination is made in step S76, it is determined in step S84 whether the storage amount Qe is larger than the storage upper limit value Qeu and the cold storage amount Qc is smaller than the cold storage upper limit value Qcu. If affirmative determination is made in step S84, it is determined that the power generation torque Te cannot be increased and the drive torque Tc can be increased. In this case, in the subsequent step S86, the surplus amount Tu calculated in step S74 is increased to the drive torque Tc, and the loss reduction process is terminated.

If a negative determination is made in step S84, it is determined in step S88 whether the storage amount Qe is smaller than the storage upper limit value Qeu and the cold storage amount Qc is larger than the cold storage upper limit value Qcu. If affirmative determination is made in step S88, it is determined that the power generation torque Te can be increased and the drive torque Tc cannot be increased. In this case, in the subsequent step S90, the surplus amount Tu calculated in step S74 is increased to the power generation torque Te, and the loss reduction process is terminated.

If a negative determination is made in step S88, that is, if it is determined that the storage amount Qe is larger than the storage upper limit value Qeu and the cold storage amount Qc is larger than the cold storage upper limit value Qcu, both the power generation torque Te and the drive torque Tc increase. It is determined that it is impossible, and the loss reduction process is terminated.

Returning to FIG. 3, when a negative determination is made in step S18, at least one of the generated torque Te and the drive torque Tc is set within a range in which the deceleration value An based on the negative torque Tn does not become larger than the required deceleration value Ax calculated in step S14. The recovery increase processing (steps S40 to S56) to be reduced is performed, and the recovery control process is completed. The recovery increase process in the recovery control process is the same process as the distribution process (steps S74 to S86) in the calculated loss reduction process, except that the negative torque to be referred to is the negative torque Tn calculated in step S10. Duplicate explanations are omitted.

Subsequently, FIGS. 6 to 8 show an example of the recovery control process. Here, FIG. 6 shows an example of the recovery reduction process, FIG. 7 shows an example of the loss reduction process, and FIG. 8 shows an example of the recovery increase process. 6 to 8 show the magnitude relationship between the negative torque Tn and the required deceleration torque Tx, and FIG. 6B shows the magnitude relationship between the second negative torque Tn2 and the required deceleration torque Tx. Further, FIG. 7C shows the magnitude relationship between the second negative torque Tn2 and the required deceleration torque Tx after the distribution process. In FIGS. 6 to 8, the negative torque Tn, the required deceleration torque Tx, and the second negative torque Tn2 act in the direction opposite to the rotation direction of the crank shaft 13 of the engine 10, so that the amounts increase to the negative side. It is described as.

As shown in FIG. 6A, the negative torque Tn is composed of a power generation torque Te, a drive torque Tc, and a loss torque Tl. As described with reference to FIG. 3, when the negative torque Tn becomes larger than the required deceleration torque Tx when the vehicle 100 is decelerated, the deceleration value An based on the negative torque Tn becomes larger than the driver's required deceleration value Ax. As in the prior art, when the deceleration An is maintained greater than the required deceleration Ax, the driver depresses the accelerator pedal to loosen the deceleration An. That is, the excess amount Td of the negative torque Tn with respect to the required deceleration torque Tx is supplemented by the accelerator torque Ta by depressing the accelerator pedal. As a result, when the vehicle 100 is decelerated, the fuel cut state is turned off and fuel injection is restarted, so that the fuel efficiency of the vehicle 100 deteriorates. That is, the fuel consumption reduction effect due to the fuel cut state F / C is reduced.

In the present embodiment, when the negative torque Tn becomes larger than the required deceleration torque Tx when the vehicle 100 is decelerated, the recovery reduction process is performed. Specifically, as shown in FIG. 6B, a process of reducing at least one of the power generation torque Te and the drive torque Tc is performed so that the negative torque Tn and the required deceleration torque Tx are equal to each other. As a result, the driver does not depress the accelerator pedal, and the fuel cut state is continued when the vehicle 100 is decelerated, so that deterioration of the fuel efficiency of the vehicle 100 can be suppressed.

On the other hand, when the power generation torque Te is reduced, the stored amount Qe of the battery 21 is reduced. When the stored amount Qe becomes smaller than the lower limit value Qed due to the decrease in the stored amount Qe, the battery 21 stops discharging and affects the driving of the vehicle 100. Similarly, when the drive torque Tc is reduced, the cold storage amount Qc of the cold storage device 36 is reduced. When the cold storage amount Qc becomes smaller than the cold storage lower limit value Qcd due to the decrease in the cold storage amount Qc, it becomes impossible to send the cooled air to the passenger compartment under the condition that the compressor 30 is stopped, and the environment in the passenger compartment becomes Getting worse.

Therefore, in the present embodiment, when the negative torque Tn becomes larger than the required deceleration torque Tx when the vehicle 100 is decelerated, and the power generation torque Te and the drive torque Tc cannot be reduced, the loss is reduced. Carry out the process. Specifically, as shown in FIG. 7B, a process of reducing the loss torque Tl by reducing the pump loss is performed. As a result, when the second negative torque Tn2 becomes smaller than the required deceleration torque Tx, the driver does not depress the accelerator pedal, and the fuel cut state is continued when the vehicle 100 is decelerated, resulting in deterioration of the fuel efficiency of the vehicle 100. Can be suppressed. Note that FIG. 7A is the same as FIG. 6A, and duplicated description will be omitted.

As a result of reducing the loss torque Tl, the second negative torque Tn2 may be smaller than the required deceleration torque Tx. In the loss reduction process of the present embodiment, when the second negative torque Tn2 is smaller than the required deceleration torque Tx, the distribution process is performed. Specifically, as shown in FIG. 7 (c), the surplus amount Tu of the second negative torque Tn2 due to the reduction of the loss torque Tl is distributed to at least one of the power generation torque Te and the drive torque Tc. , Perform a process of increasing at least one of the power generation torque Te and the drive torque Tc. As a result, a part of the loss torque Tl can be recovered as the power generation torque Te and the drive torque Tc, and the deterioration of the energy efficiency of the vehicle 100 can be suppressed.

Further, as shown in FIG. 8A, the negative torque Tn may be smaller than the required deceleration torque Tx when the vehicle 100 is decelerated. When the negative torque Tn becomes smaller than the required deceleration torque Tx, the deceleration rate An based on the negative torque Tn becomes smaller than the driver's required deceleration rate Ax. As in the prior art, when the deceleration An is maintained smaller than the required deceleration Ax, the driver depresses the brake pedal to increase the deceleration An. That is, the surplus amount Tu of the negative torque Tn with respect to the required deceleration torque Tx is consumed by the brake torque Tb by depressing the brake pedal. As a result, the energy efficiency of the vehicle 100 at the time of deceleration of the vehicle 100 deteriorates.

In the present embodiment, when the negative torque Tn becomes smaller than the required deceleration torque Tx when the vehicle 100 is decelerated, the recovery increase process is performed. Specifically, as shown in FIG. 8B, a process of increasing at least one of the power generation torque Te and the drive torque Tc is performed so that the negative torque Tn and the required deceleration torque Tx are equal to each other. As a result, the driver does not depress the brake pedal, and the deterioration of the energy efficiency of the vehicle 100 at the time of deceleration of the vehicle 100 can be suppressed.

According to the present embodiment described in detail above, the following effects can be obtained.

When the vehicle 100 is decelerated, the rotational energy of the engine 10 is recovered by the alternator 22 and the compressor 30, and the vehicle 100 is decelerated at the corresponding deceleration An. When the deceleration rate An of the vehicle 100 is large with respect to the deceleration request of the driver, the driver depresses the accelerator pedal to loosen the deceleration rate An. As a result, the fuel efficiency of the vehicle 100 deteriorates. In the present embodiment, when it is determined that the deceleration rate An is larger than the driver's required deceleration rate Ax, at least one of the power generation torque Te and the drive torque Tc is reduced according to the storage amount Qe and the cold storage amount Qc. Let me. As a result, the negative torque Tn can be reduced, and it is possible to prevent the deceleration rate An from becoming larger than the required deceleration rate Ax. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle 100 is decelerated, and it is possible to suppress deterioration of the fuel efficiency of the vehicle 100.

When the power generation torque Te and the drive torque Tc are reduced, the rotational energy recovered by the alternator 22 and the compressor 30 is reduced, and the storage amount Qe and the cold storage amount Qc are reduced. As a result, when the storage amount Qe becomes smaller than the storage lower limit value Qed, the battery 21 cannot be discharged. Further, when the cold storage amount Qc becomes smaller than the cold storage lower limit value Qcd, the cooled air cannot be sent to the vehicle interior under the condition that the compressor 30 is stopped. In the present embodiment, the power generation torque Te is reduced on condition that the storage amount Qe is larger than the storage lower limit value Qed, and the drive torque Tc is reduced on condition that the cold storage amount Qc is larger than the cold storage lower limit value Qcd. .. As a result, when the vehicle 100 is decelerated, the deterioration of the fuel efficiency of the vehicle 100 can be suppressed while ensuring the operation of the battery 21 and the cooler 36.

In the present embodiment, when at least one of the power generation torque Te and the drive torque Tc is reduced, one of the power generation torque Te and the drive torque Tc is preferentially reduced according to the storage amount Qe and the cold storage amount Qc. Let me. As a result, at least one of the power generation torque Te and the drive torque Tc can be reduced while maintaining harmony between the storage amount Qe and the cold storage amount Qc.

-In particular, in the present embodiment, when reducing at least one of the power generation torque Te and the drive torque Tc, the storage ratio We of the storage amount Qe with respect to the storage upper limit value Qeu and the cold storage ratio Wc of the cold storage amount Qc with respect to the cold storage upper limit value Qcu. And, the torque corresponding to the ratio determined to be larger is preferentially reduced. As a result, at least one of the power generation torque Te and the drive torque Tc can be reduced while keeping the storage ratio We of the storage amount Qe and the cold storage ratio Wc of the cold storage amount Qc substantially the same.

On the other hand, when the storage amount Qe is smaller than the storage lower limit value Qed and the cold storage amount Qc is smaller than the cold storage lower limit value Qcd, the power generation torque Te and the drive torque Tc cannot be reduced. In the present embodiment, when it is determined that the deceleration rate An is larger than the driver's required deceleration rate Ax, the storage amount Qe is smaller than the storage lower limit value Qed, and the cold storage amount Qc is the cold storage lower limit value Qcd. If it is smaller than, the pumping loss is reduced. Specifically, when it is determined that the deceleration rate An is larger than the driver's required deceleration rate Ax, the opening degree of the throttle valve 53 is controlled to the open side as compared with the case where it is determined to be small. As a result, the pressure loss in the intake pipe 51 is reduced, and the pump loss is reduced. Therefore, the negative torque Tn including the loss torque Tl can be reduced, and it is possible to prevent the deceleration rate An from becoming larger than the required deceleration rate Ax. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle 100 is decelerated, and it is possible to suppress deterioration of the fuel efficiency of the vehicle 100.

When the opening degree of the throttle valve 53 is controlled to the open side, the amount of air sucked into the engine 10 increases. As a result, when the amount of oxygen contained in the exhaust gas from the engine 10 increases, the amount of oxygen storage of the catalyst 73 provided in the exhaust pipe 52 of the engine 10 becomes excessive. Then, at the start of acceleration after deceleration of the vehicle 100, in order to remove the excess oxygen of the catalyst 73, it is necessary to increase the fuel injection amount to the engine 10 for rich combustion, and the fuel consumption of the vehicle 100 is improved. Getting worse. In the present embodiment, when the opening degree of the throttle valve 53 is controlled to the open side, the valve adjusting mechanism 69 is controlled so that the closing timing of the intake valve 63 is on the delayed side. As a result, the amount of EGR flowing back into the intake pipe 51 increases, the increase in the amount of air sucked into the engine 10 is suppressed, and the excess oxygen storage amount of the catalyst 73 is suppressed. As a result, at the start of acceleration of the vehicle 100, an increase in the fuel injection amount to the engine 10 is suppressed, and deterioration of the fuel efficiency of the vehicle 100 can be suppressed.

Further, when the opening degree of the throttle valve 53 is controlled to the open side, the absolute value of the intake negative pressure Pm in the surge tank 56 becomes large. As a result, the braking force generated by the brake booster 82 is reduced, and the braking performance of the vehicle 100 is reduced. In the present embodiment, when the intake negative pressure Pm is smaller than the reference negative pressure Pk, the opening degree of the throttle valve 53 is controlled to the open side. That is, the opening degree of the throttle valve 53 is controlled to the open side according to the intake negative pressure Pm. As a result, it is possible to suppress deterioration of the fuel efficiency of the vehicle 100 while ensuring the braking performance of the vehicle 100.

In the present embodiment, when the loss torque Tl is excessively reduced by controlling the opening degree of the throttle valve 53 to the open side, the second deceleration rate An2 is the deceleration rate after the loss torque Tl is reduced. Increases at least one of the power generation torque Te and the drive torque Tc within a range that does not increase with respect to the required deceleration rate Ax. As a result, a part of the loss torque Tl can be recovered as the power generation torque Te and the drive torque Tc, and the deterioration of the energy efficiency of the vehicle 100 can be suppressed.

Further, when the deceleration of the vehicle 100 is decelerated, if the deceleration rate An of the vehicle 100 is small with respect to the deceleration request of the driver, the driver depresses the brake pedal in order to increase the deceleration rate An. As a result, the rotational energy of the engine 10 is consumed by the brake torque Tb, and the energy efficiency of the vehicle 100 deteriorates. In the present embodiment, when it is determined that the deceleration matching An is smaller than the required deceleration matching Ax of the driver, the power generation torque Te and the driving torque Tc are set in a range in which the deceleration matching An does not become larger than the required deceleration matching Ax. Increase at least one of them. As a result, the rotational energy consumed as the brake torque Tb can be recovered as the power generation torque Te and the drive torque Tc, and the deterioration of the energy efficiency of the vehicle 100 can be suppressed.

When the power generation torque Te and the drive torque Tc are increased, the rotational energy recovered by the alternator 22 and the compressor 30 increases, and the storage amount Qe and the cold storage amount Qc increase. As a result, when the storage amount Qe becomes larger than the storage upper limit value Qeu, the alternator 22 cannot charge the battery 21. Further, when the cold storage amount Qc becomes larger than the cold storage upper limit value Qcu, the compressor 30 cannot store the heat of the refrigerant in the cold storage 36. In the present embodiment, the power generation torque Te is increased on condition that the storage amount Qe is larger than the storage upper limit value Qeu, and the drive torque Tc is increased on condition that the cold storage amount Qc is larger than the cold storage upper limit value Qcu. .. As a result, a part of the loss torque Tl can be suitably recovered as the power generation torque Te and the drive torque Tc.

In the present embodiment, when at least one of the power generation torque Te and the drive torque Tc is increased, one of the power generation torque Te and the drive torque Tc is preferentially increased according to the storage amount Qe and the cold storage amount Qc. Let me. As a result, at least one of the power generation torque Te and the drive torque Tc can be increased while maintaining harmony between the storage amount Qe and the cold storage amount Qc.

-In particular, in the present embodiment, when at least one of the power generation torque Te and the drive torque Tc is increased, the storage ratio We of the storage amount Qe with respect to the storage upper limit value Qeu and the cold storage ratio Wc of the cold storage amount Qc with respect to the cold storage upper limit value Qcu. And, the torque corresponding to the ratio determined to be smaller is preferentially increased. As a result, at least one of the power generation torque Te and the drive torque Tc can be increased while keeping the storage ratio We of the storage amount Qe and the cold storage ratio Wc of the cold storage amount Qc substantially the same.

(Second Embodiment)
Next, the vehicle 100 according to the second embodiment will be described with reference to FIGS. 9 and 10. The vehicle 100 according to the second embodiment is different from the vehicle 100 according to the first embodiment in that it does not have a refrigerating cycle 39. Hereinafter, the recovery control process and the loss reduction process according to the second embodiment will be described.

FIG. 9 shows a flowchart of the recovery control process of the present embodiment. In the recovery control process of the present embodiment, in step S10, the negative torque Tn is calculated based on the power generation torque Te and the loss torque Tl. Further, in step S16, only the stored amount Qe is acquired. Then, when the excess amount Td of the negative torque Tn is calculated in step S20, it is determined in step S100 whether the storage amount Qe is larger than the storage lower limit value Qed.

If affirmative determination is made in step S100, it is determined that the power generation torque Te can be reduced. In this case, in the following step S102, the excess amount Td calculated in step S20 is reduced from the power generation torque Te, and the recovery control process is terminated. On the other hand, if a negative determination is made in step S100, it is determined that the power generation torque Te cannot be reduced. In this case, the loss reduction process is performed in the following step S38, and the recovery control process is terminated.

Further, when the surplus amount Tu of the negative torque Tn is calculated in step S40, it is determined in step S104 whether the storage amount Qe is smaller than the storage upper limit value Qeu. If affirmative determination is made in step S104, it is determined that the power generation torque Te can be increased. In this case, in the following step S106, the surplus amount Tu calculated in step S40 is increased to the power generation torque Te, and the recovery control process is terminated. On the other hand, if a negative determination is made in step S104, it is determined that the power generation torque Te cannot be increased, and the recovery control process is terminated.

FIG. 10 shows a flowchart of the loss reduction process of the present embodiment. In the loss reduction process of the present embodiment, in step S70, the second negative torque Tn2 is calculated based on the power generation torque Te and the loss torque Tl. Then, when the surplus amount Tu of the negative torque Tn is calculated in step S74, it is determined in step S110 whether the storage amount Qe is smaller than the storage upper limit value Qeu.

If affirmative determination is made in step S110, it is determined that the power generation torque Te can be increased. In this case, in the subsequent step S112, the surplus amount Tu calculated in step S74 is increased to the power generation torque Te, and the recovery control process is terminated. On the other hand, if a negative determination is made in step S104, it is determined that the power generation torque Te cannot be increased, and the recovery control process is terminated.

-According to the present embodiment described above, when it is determined that the deceleration rate An is larger than the driver's required deceleration rate Ax, the power generation torque Te is reduced according to the storage amount Qe. As a result, the negative torque Tn can be reduced, and it is possible to prevent the deceleration rate An from becoming larger than the required deceleration rate Ax. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle 100 is decelerated, and it is possible to suppress deterioration of the fuel efficiency of the vehicle 100.

On the other hand, when the storage amount Qe is smaller than the storage lower limit value Qed, the power generation torque Te cannot be reduced. In the present embodiment, the pumping loss is reduced when it is determined that the deceleration rate An is larger than the driver's required deceleration rate Ax and the storage amount Qe is smaller than the storage lower limit value Qed. As a result, the negative torque Tn including the loss torque Tl can be reduced, and it is possible to prevent the deceleration rate An from becoming larger than the required deceleration rate Ax. As a result, it is possible to prevent the driver from depressing the accelerator pedal when the vehicle 100 is decelerated, and it is possible to suppress deterioration of the fuel efficiency of the vehicle 100.

Further, in the present embodiment, when it is determined that the deceleration matching An is smaller than the required deceleration matching Ax of the driver, the power generation torque Te is increased within a range in which the deceleration matching An does not become larger than the required deceleration matching Ax. Let me. As a result, the rotational energy consumed as the brake torque Tb can be recovered as the power generation torque Te, and the deterioration of the energy efficiency of the vehicle 100 can be suppressed.

The present invention is not limited to the description of the above embodiment, and may be implemented as follows.

-In the above embodiment, an example of calculating the required deceleration combination Ax from the brake stroke amount Sb and the engine rotation speed Ne is shown, but the present invention is not limited to this. For example, the ECU 40 stores map information in which the required deceleration rate Ax is predetermined for the brake stroke amount Sb and the engine rotation speed Ne, and this map information and the acquired brake stroke amount Sb and engine rotation speed Ne. The required deceleration combination Ax may be determined based on.

-In the above embodiment, an example in which the storage reference value is the storage upper limit value Qeu is shown, but the present invention is not limited to this. For example, the storage lower limit value Qed may be used. The same applies to the cold storage standard value.

-In the above embodiment, an example is shown in which the loss reduction process is performed when it is determined that neither the power generation torque Te nor the drive torque Tc can be reduced in the recovery reduction process, but the present invention is not limited to this. For example, if it is determined that the deceleration rate An calculated in step S12 is larger than the required deceleration rate Ax calculated in step S14, the loss reduction process may be performed. As a result, it is possible to prevent the deceleration rate An from becoming larger than the required deceleration rate Ax without reducing the power generation torque Te and the drive torque Tc.

-In the first embodiment, an example of determining the increase ratio Wu and the decrease ratio Wd by comparing the storage ratio We and the cold storage ratio Wc is shown, but the present invention is not limited to this, and for example, the storage amount Qe and the cold storage ratio Qc are shown. The increase rate Wu and the decrease rate Wd may be determined in comparison with. Further, for example, the ECU 40 stores map information in which an increase rate Wu is predetermined with respect to the stored amount Qe and the cold storage amount Qc, and increases based on this map information and the acquired stored amount Qe and the cold storage amount Qc. The ratio Wu may be determined. The same applies to the reduction rate Wd.

-In the first embodiment, the cool storage device 36 is provided in the evaporator 34, but the arrangement of the cold storage device 36 is not limited to this, and for example, the cold storage device is located between the refrigerant suction port of the compressor 30 and the evaporator 34. If 36 may be connected, the evaporator 34 and the regenerator 36 may be connected in parallel.

13 ... crank shaft, 21 ... battery, 22 ... alternator, 30 ... compressor, 36 ... cold storage, 100 ... vehicle, An ... deceleration, Ax ... required deceleration, Qc ... cold storage, Qe ... storage, Tn ... Negative torque.

Claims (12)

A recovery device (22, 30) that is driven by the rotation of the engine output shaft (13) and recovers the rotational energy as at least one of electric energy and thermal energy, and a storage unit (22, 30) that stores the rotational energy recovered by the recovery device. 21, 36) and applied to the vehicle (100)
A torque that operates in the direction opposite to the rotation direction of the engine output shaft during deceleration of the vehicle and calculates a negative torque (Tn) including a recovery torque generated by the recovery device recovering the rotational energy. Calculation unit (S10) and
The storage amount acquisition unit (S16) for acquiring the energy storage amount (Qe, Qc) stored in the storage unit during deceleration of the vehicle, and the storage amount acquisition unit (S16).
A determination unit (S18) for determining whether the deceleration rate (An) of the vehicle based on the negative torque is large with respect to the deceleration request (Ax) of the driver.
A control device including a control unit (S20 to S36) that reduces the recovery torque of the negative torque according to the energy storage amount when the determination unit is determined to be large. The control device according to claim 1, wherein the control unit reduces the recovery torque on condition that the energy storage amount is larger than a predetermined lower limit value. The vehicle can control the opening and closing of the intake throttle valve (53) provided in the intake path (51) of the engine.
The negative torque includes a loss torque (Tl) including a pumping loss of the intake path.
When the control unit determines that the determination unit is large and the energy storage amount is smaller than the lower limit value, the opening degree of the intake throttle valve is increased as compared with the case where the determination unit determines that the determination unit is small. The control device according to claim 2, which controls to the open side. The vehicle is provided with a valve adjusting mechanism (69) that adjusts the opening / closing timing of the intake valve (63) of the engine.
The third aspect of claim 3 in which the control unit controls the valve adjusting mechanism so that the valve closing timing of the intake valve becomes a predetermined delayed closing state when the opening degree of the intake throttle valve is controlled to the open side. Control device. The vehicle is provided with a brake booster (82) connected to the intake path and increasing the braking force by the negative intake pressure in the intake path.
The control device according to claim 3 or 4, wherein the control unit controls an opening degree of the intake throttle valve according to the intake negative pressure. In the vehicle
The generator (22) is driven by the rotation of the engine output shaft to generate electric power, and the electric power generated by the generator is stored by the storage battery (21).
The compressor (30) is driven by the rotation of the engine output shaft, and the cooler (36) is provided in the refrigerant path of the refrigeration cycle (39) including the compressor.
The generator and the compressor are the recovery devices.
The storage battery and the cold storage device are the storage units.
The negative torque includes the recovery torque of the generator and the recovery torque of the compressor.
The storage amount acquisition unit acquires the storage amount (Qe), which is the energy storage amount in the storage battery, and the cold storage amount (Qc), which is the energy storage amount in the cold storage device.
Claim 1 in which the control unit determines a reduction rate for reducing the recovery torque of the generator and a reduction rate for reducing the recovery torque of the compressor according to the storage amount and the cold storage amount. The control device according to any one of claims 5 to 5. The control unit compares which of the ratio of the stored amount to the predetermined storage reference value and the ratio of the cold storage amount to the predetermined cold storage reference value is larger, and the recovery corresponding to the ratio determined to be larger. The control device according to claim 6, wherein the reduction rate is determined so as to preferentially reduce the torque. When the determination unit determines that the determination unit is small, the control unit increases the recovery torque of the negative torque within a range in which the deceleration of the vehicle based on the negative torque does not increase in response to the deceleration request of the driver. The control device according to any one of claims 1 to 7. The control device according to claim 8, wherein the control unit increases the recovery torque on condition that the energy storage amount is smaller than a predetermined upper limit value. In the vehicle
The generator (22) is driven by the rotation of the engine output shaft to generate electric power, and the electric power generated by the generator is stored by the storage battery (21).
The compressor (30) is driven by the rotation of the engine output shaft, and the cooler (36) is provided in the refrigerant path of the refrigeration cycle (39) including the compressor.
The generator and the compressor are the recovery devices.
The storage battery and the cold storage device are the storage units.
The negative torque includes the recovery torque of the generator and the recovery torque of the compressor.
The storage amount acquisition unit acquires the storage amount (Qe), which is the energy storage amount in the storage battery, and the cold storage amount (Qc), which is the energy storage amount in the cold storage device.
8. The control unit determines an increase rate for increasing the recovery torque of the generator and an increase rate for increasing the recovery torque of the compressor according to the storage amount and the cold storage amount. Or the control device according to claim 9. The control unit compares which of the ratio of the stored amount to the predetermined storage reference value and the ratio of the cold storage amount to the predetermined cold storage reference value is smaller, and the recovery corresponding to the ratio determined to be smaller. The control device according to claim 10, wherein the rate of increase is determined so as to preferentially increase the torque. A recovery device (22, 30) that is driven by the rotation of the engine output shaft (13) and recovers the rotational energy as at least one of electric energy and thermal energy, and a storage unit (22, 30) that stores the rotational energy recovered by the recovery device. A control device applied to a vehicle (100) equipped with 21, 36) and capable of controlling the opening and closing of an intake throttle valve (53) provided in an intake path (51) of an engine.
When the vehicle is decelerating, the loss includes the recovery torque generated by the recovery device recovering the rotational energy and the pumping loss of the intake path, which acts in the direction opposite to the rotation direction of the engine output shaft. A torque calculation unit (S10) that calculates a negative torque (Tn) including a torque (Tl), and a torque calculation unit (S10).
A determination unit (S18) for determining whether the deceleration rate (An) of the vehicle based on the negative torque is large with respect to the deceleration request (Ax) of the driver.
A control device including a control unit (S38) that controls the opening degree of the intake throttle valve to the open side when it is determined that the determination unit is large, as compared with the case where the determination unit is determined to be small.

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