CN105313885A - 车辆用控制装置 - Google Patents

车辆用控制装置 Download PDF

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Publication number
CN105313885A
CN105313885A CN201510430198.1A CN201510430198A CN105313885A CN 105313885 A CN105313885 A CN 105313885A CN 201510430198 A CN201510430198 A CN 201510430198A CN 105313885 A CN105313885 A CN 105313885A
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China
Prior art keywords
vehicle
lower limit
driving engine
engine
speed
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Granted
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CN201510430198.1A
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CN105313885B (zh
Inventor
田中悠一
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Subaru Corp
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Fuji Heavy Industries Ltd
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    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • 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
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    • 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
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    • 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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    • 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
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    • B60W10/107—Infinitely variable gearings with endless flexible members
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    • B60W40/107—Longitudinal acceleration
    • 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
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    • 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
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    • 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
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    • 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
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Abstract

本发明提供一种车辆用控制装置。所述车辆用控制装置提高使车辆加速时的响应性。所述车辆用控制装置是具备检测前行车辆的行驶状况的照相机单元(41)的车辆用控制装置(10)，具有：再加速判定部，根据前行车辆的行驶状况判定前行车辆是否处于减速之后进行加速的再加速状况；和旋转控制部，在判定为处于再加速状况时，将发动机(12)的旋转速度保持在下限值以上。

Description

车辆用控制装置
技术领域
本发明涉及一种具备检测前行车辆的行驶状况的传感部的车辆用控制装置。
背景技术
在具备电动马达和发动机作为动力源的混合动力车辆中，从抑制发动机的燃料消耗的观点考虑，可根据行驶状况积极地使发动机停止。另外，在仅具备发动机作为动力源的车辆中，从抑制发动机的燃料消耗的观点考虑，也开发出了在低于预定车速时使发动机在停车前停止的车辆。
这样，在行驶中使发动机停止的车辆中，随着踩踏加速踏板而使车辆加速时，需要再次启动发动机、或需要使发动机转速上升，因此存在使车辆加速时的响应性降低的问题。因此，提出了为了提高使车辆加速时的响应性而在与高速道路的主道连接的汇合道路行驶时，禁止发动机停止的混合动力车辆(参照专利文献1)。
现有技术文献
专利文献
专利文献1：日本特开2009-24529号公报
发明内容
技术问题
在专利文献1所记载的混合动力车辆中，根据导航系统的位置信息判定是否是高速道路的主道汇合道路，是主道汇合道路时禁止发动机停止。然而，作为要求加速性能的状况，并不是仅由行驶道路的种类决定，也受其它车辆的行驶状况所影响。因此，不仅在特定的行驶道路，在各种行驶状况下都需要提高使车辆加速时的响应性。
本发明的目的在于提高使车辆加速时的响应性。
技术方案
本发明的车辆用控制装置是一种具备检测前行车辆的行驶状况的传感部的车辆用控制装置，具有：再加速判定部，根据上述前行车辆的行驶状况，判定上述前行车辆是否处于减速之后进行加速的再加速状况；和旋转控制部，在判定为处于上述再加速状况时，将发动机的旋转速度保持在下限值以上。
有益效果
根据本发明，在判定为前行车辆处于再加速状况时，将发动机的旋转速度保持在下限值以上。由此，能够提高使车辆加速时的响应性。
附图说明
图1是表示本发明的一个实施方式的车辆用控制装置的图。
图2是表示动力单元的内部结构的一个例子的图。
图3的(a)～(c)是表示前行车辆的再加速状况的图。
图4是表示下限保持控制的执行顺序的一个例子的流程图。
图5是表示通过电动回转执行的下限保持控制的执行状况的一个例子的时序图。
图6是表示通过燃料供给执行的下限保持控制的执行状况的一个例子的时序图。
图7是表示下限保持控制的执行时的动力分配机构的工作状况的列线图。
图8是表示本发明的其它实施方式的车辆用控制装置的图。
图9是表示下限保持控制的执行顺序的一个例子的流程图。
图10是表示通过燃料供给执行的下限保持控制的执行状况的一个例子的时序图。
符号说明
10：车辆用控制装置
12：发动机
40：控制单元(再加速判定部、旋转控制部)
41：照相机单元(传感部)
60：车辆用控制装置
67：控制单元(再加速判定部、旋转控制部)
MG1：电动发电机(电动马达)
N1：下限转速(下限值)
N2：怠速转速(下限值)
N3：下限转速(下限值)
具体实施方式
以下，基于附图详细说明本发明的实施方式。图1是表示本发明的一个实施方式的车辆用控制装置10的图。如图1所示，车辆用控制装置10具有具备多个动力源的动力单元11。动力单元11具备发动机12和两个电动发电机MG1、MG2作为动力源。另外，车轮15经由差动机构14与动力单元11的输出轴13连接。此外，变换器16与电动发电机MG1、MG2连接，电池17与变换器16连接。
图2是表示动力单元11的内部结构的一个例子的图。如图2所示，输入轴22经由减振机构21与发动机12的曲柄轴20连接。与输入轴22配置在同一轴上的电动发电机(电动马达)MG1具有定子23和收容在其内侧的转子24。转子轴25与转子24连接，在中空的转子轴25插入有输入轴22。另外，在动力单元11的输入轴22与输出轴13之间设有由行星齿轮系构成的动力分配机构26。动力分配机构26具有与输入轴22连接的支架27和能够被支架27旋转地支持的小齿轮28。另外，动力分配机构26具有与输出轴13连接的齿圈29和与转子轴25连接的太阳轮30。齿圈29和太阳轮30分别与小齿轮28啮合。
另外，与输出轴13配置在同一轴上的电动发电机MG2具有定子31和收容在其内侧的转子32。转子轴33与转子32连接，在中空的转子轴33插入有输出轴13。另外，配置在电动发电机MG2附近的行星齿轮系34具有固定在动力单元11的壳体35的支架36和能够被支架36旋转地支持的小齿轮37。另外，行星齿轮系34具有与输出轴13连接的齿圈38和与转子轴33连接的太阳轮39。齿圈38和太阳轮39分别与小齿轮37咬合。
动力单元11的电动发电机MG1经由动力分配机构26与发动机12连接，并且经由动力分配机构26与输出轴13连接。另外，动力单元11的电动发电机MG2经由行星齿轮系34与输出轴13连接。这样，图示的动力单元11构成为所谓串并联型的动力单元。在该动力单元11中，通过控制电动发电机MG1的转速，从而即使在输出轴13旋转的行驶中也能够使发动机12停止。因此，在解除踩踏加速踏板的减速行驶等中，从抑制发动机12的燃料消耗的观点考虑，停止发动机12。另一方面，在踩踏加速踏板的加速行驶等中，从利用发动机扭矩确保动力性能的观点考虑，启动发动机12。
车辆用控制装置10具有控制发动机12和/或电动发电机MG1、MG2等的工作状态的控制单元40。在控制单元40中，作为各种传感器，连接有拍摄车辆前方的照相机单元(传感部)41、检测车速的车速传感器42、检测加速踏板的踩踏量的加速传感器43、检测制动踏板的踩踏量的制动传感器44等。另外，控制单元40具有控制发动机12的工作状态的发动机控制部45和控制电动发电机MG1、MG2的工作状态的马达控制部46。
控制单元40根据来自各种传感器的传送信息判定行驶状况，根据行驶状况计算向发动机12和电动发电机MG1、MG2等发出的控制信号。然后，发动机控制部45向节流阀47和/或喷油器48等输出控制信号，控制发动机12的发动机扭矩和/或发动机转速(发动机的旋转速度)。另外，马达控制部46向变换器16的电力变换部49输出控制信号，控制电动发电机MG1的马达转矩和/或马达转速。此外，马达控制部46向变换器16的电力变换部50输出控制信号，控制电动发电机MG2的马达转矩和/或马达转速。应予说明，控制单元40由计算控制信号等的CPU、存储程序、数据等的ROM、暂时存储数据的RAM等构成。
另外，控制单元40具有图像处理部51和再加速判定部52。图像处理部51处理来自照相机单元41的图像信息，检测作为前行车辆的行驶状况的前行车辆信息。作为由图像处理部51检测的前行车辆信息，可举出前行车辆的车速、前行车辆与本车辆的车间距离、前行车辆的刹车灯的点亮状态等。另外，再加速判定部52根据作为前行车辆信息的前行车辆的车速等判定前行车辆是否处于减速之后进行加速的再加速状况。然后，在判定为前行车辆处于再加速状况时，发动机控制部45和马达控制部46提高使本车辆加速时的响应性，因此执行将发动机转速保持在预定的下限转速以上的下限保持控制。
以下，对将发动机转速保持在下限转速以上的下限保持控制进行说明。执行下限保持控制的控制单元40作为再加速判定部和旋转控制部发挥功能。图3的(a)～(c)是表示前行车辆的再加速状况的映像图。如图3的(a)所示，在存在前行车辆的状况下，本车辆的司机大多以使本车辆追随前行车辆的方式调整加速踏板的踩踏量，即加速器开度。接着，如图3的(b)所示，在前行车辆减速时，由于前行车辆与本车辆的车间距离变短，所以本车辆的司机减少加速器开度以增大车间距离。然后，如图3的(c)所示，在前行车辆加速时，由于前行车辆与本车辆的车间距离增大，所以本车辆的司机增加加速器开度以缩小车间距离。其中，在前行车辆减速后加速的状况中，假设在前行车辆再加速后本车辆也加速。因此，作为本发明的一个实施方式的车辆用控制装置10为了在前行车辆的再加速后提高使本车辆加速时的响应性，所以执行将发动机转速保持在预定的下限值以上的下限保持控制。
接下来，根据流程图说明下限保持控制。图4是表示下限保持控制的执行顺序的一个例子的流程图。如图4所示，在步骤S10中，判定前行车辆和本车辆的减速判定是否成立。在步骤S10中，在前行车辆的车速减少量在预定时间内为预定值以上，本车辆的车速减少量在预定时间内为预定值以上，且从后述的减速标志设定起算的经过时间在预定时间内的情况下，判定为减速判定成立。在步骤S10中，在判定为减速判定成立时，进入步骤S11，设定减速标志。另一方面，在步骤S10中，在判定为减速判定不成立时，进入步骤S12，解除减速标志的设定。
在步骤S13中，判定前行车辆的再加速判定是否成立。在步骤S13中，在前行车辆的车速增加量在预定时间内为预定值以上且设定减速标志的情况下，判定为再加速判定成立。在步骤S13中，在判定为再加速判定成立时，进入步骤S14，设定再加速标志。另一方面，在步骤S13中，在判定为再加速判定不成立时，进入步骤S15，解除再加速标志的设定。
在步骤S16中，判定禁止发动机停止的停止禁止判定是否成立。在步骤S16中，在设定再加速标志且从后述的停止禁止标志设定起算的经过时间在预定时间内时，判定为停止禁止判定成立。即，在步骤S16中，在前行车辆从再加速之后在预定时间内时，判定为停止禁止判定成立。接着，在判定为停止禁止判定成立时，进入步骤S17，判定停止禁止判定的继续条件是否成立。在步骤S17中，在从上述的再加速标志设定起算经过预定时间且解除本车辆的制动操作时，判定为停止禁止判定的继续条件成立。另外，在步骤S17中，在从上述的再加速标志设定起算经过预定时间且本车辆的车速减少量在预定时间内为预定值以下时，判定为停止禁止判定的继续条件成立。在步骤S17中，在判定为继续条件成立时，进入步骤S18，设定停止禁止标志。另一方面，在步骤S16中，在判定为停止禁止判定不成立时和/或在步骤S17中，在判定为继续条件不成立时，进入步骤S19，解除停止禁止标志的设定。
接着，在步骤S20中，判定是否设定停止禁止标志。在步骤S20中，在判定为设定停止禁止标志时，进入步骤S21，判定是否能够利用电动发电机MG1进行发动机12的电动回转。在步骤S21中，在电池17的充电状态SOC为预定值以上且发动机转速为预定值以上时，判定为能够电动回转。在步骤S21中，在判定为能够电动回转时，进入步骤S22，通过驱动电动发电机MG1来执行将发动机转速保持在预定的下限转速(下限值)N1以上的下限保持控制。
另一方面，在步骤S21中，在判定为不能电动回转时，进入步骤S23，通过从喷油器48喷射燃料来执行将发动机转速保持在预定的怠速转速(下限值)N2以上的下限保持控制。即，在步骤S21中，在电池17的充电状态SOC不足的情况下和/或发动机转速已经低于下限转速N1的情况下，均进入步骤S23，通过供给燃料而将发动机转速保持在怠速转速N2。另外，在步骤S20中，在判定为解除停止禁止标志的设定的情况下，进入步骤S24，停止保持发动机转速的下限保持控制，根据车辆状态停止发动机12。
这样，在检测前行车辆的再加速状况时，禁止本车辆的发动机停止，同时利用电动发电机MG1保持发动机转速。由此，在本车辆的司机踩踏加速踏板的情况下，能够迅速提高发动机扭矩，能够提高使车辆加速时的响应性。另外，在发动机转速已经低于下限转速N1时，不是通过电动回转使发动机转速上升的情况下，而是通过从喷油器48喷射燃料来保持怠速转速N2。这样，通过在不使发动机12停止的情况下保持怠速转速N2，从而能够确保使车辆加速时的响应性。另外，在发动机转速低于下限转速N1时，由于通过燃料喷射使发动机12保持在怠速状态，所以能够抑制随着电动回转引起的电动发电机MG1的耗电。此外，在步骤S17中，通过判定继续条件来判定本车辆的司机的加速意图。即，在步骤S17中，在判定为司机进行制动操作时，换言之司机有明确的减速意图时，解除下限保持控制而使发动机12停止。由此，从提高加速性能的观点考虑，即使在实施下限保持控制的情况下，也能够提高车辆的燃油效率。
接下来，根据时序图说明下限保持控制。图5是表示通过电动回转执行的下限保持控制的执行状况的一个例子的时序图。图6是表示通过燃料供给执行的下限保持控制的执行状况的一个例子的时序图。应予说明，在图5和图6中，实线表示执行下限保持控制时的状况，虚线表示停止下限保持控制时的状况。另外，图7是表示执行下限保持控制时的动力分配机构26的工作状况的列线图。
如图5所示，在随着前行车辆的减速而解除加速踏板的踩踏时(符号A1)，发动机趋于停止而再生电动发电机MG1(符号A2)，发动机趋于停止而停止燃料喷射(符号A3)。接着，在随着前行车辆的再加速而设定再加速标志时(符号A4)，设定发动机12的停止禁止标志(符号A5)。设定该停止禁止标志时，使电动发电机MG1动力运转(符号A6)，将发动机转速保持在下限转速N1以上(符号A7)。即，如图7中符号α所示，在通过电动回转进行的下限保持控制中，通过从电动发电机MG1输出动力运转转矩Tm，从而将趋于车辆减速和发动机停止而降低的发动机转速保持在下限转速N1以上。
这样，通过利用电动回转来保持发动机转速，如图5所示，在本车辆趋于再加速而踩踏加速踏板时(符号A8)，再次进行从喷油器48的燃料喷射(符号A9)，发动机扭矩和/或发动机转速迅速上升。由此，无需等待发动机启动和/或发动机转速上升，就能够提高使车辆加速时的响应性。另外，在通过电动回转将发动机转速保持在下限转速以上时，切断向发动机12喷射燃料。由此，即使在执行下限保持控制的情况下，也能够抑制车辆的燃油效率的降低。另外，在踩踏加速踏板时，通过电动回转执行的下限保持控制被解除。应予说明，在解除加速踏板的踩踏时，为了使车辆减速而再生电动发电机MG2，踩踏加速踏板时，为了使车辆加速而使电动发电机MG2动力运转。
另外，如图5中虚线和箭头Xa所示，基于发动机转速降低的状态，在趋于再加速而踩踏加速踏板时，为了使发动机转速上升而需要暂时使电动发电机MG1动力运转。对此，如图5中实线和箭头Xb所示，根据保持发动机转速的状态，在趋于再加速而踩踏加速踏板时，能够使电动发电机MG1迅速再生。使电动发电机MG1再生是使齿圈29和输出轴13加速，是使车辆加速。即，通过实施利用电动回转执行的下限保持控制，从而能够使电动发电机MG1迅速再生，能够提高使车辆加速时的响应性。
接着，如图6所示，在随着前行车辆的减速而解除加速踏板的踩踏时(符号A1)，发动机趋于停止而再生电动发电机MG1(符号A2)，发动机趋于停止而停止燃料喷射(符号A3)。接下来，在随着前行车辆的再加速设定再加速标志时(符号A4)，设定发动机12的停止禁止标志(符号A5)。在此，在例如电池17的充电状态SOC降低而难以进行通过电动回转执行的下限保持控制时，再次进行发动机12的燃料喷射(符号A6)，将电动发电机MG1控制到零转矩(符号A7)。由此，由于将发动机12控制到怠速状态，所以发动机转速保持在怠速转速N2以上(符号A8)。即，如图7中符号β所示，在通过燃料供给执行的下限保持控制中，通过从发动机12输出发动机扭矩Te，从而将趋于车辆减速和发动机停止而降低的发动机转速保持在怠速转速N2以上。
这样，通过燃料喷射来保持发动机转速，如图6所示，在本车辆趋于再加速而踩踏加速踏板时(符号A9)，发动机扭矩和/或发动机转速迅速上升。由此，无需等待发动机启动和/或发动机转速上升，就能够提高使车辆加速时的响应性。另外，在踩踏加速踏板时，解除通过燃料供给执行的下限保持控制。应予说明，在解除加速踏板的踩踏时，为了使车辆减速而使电动发电机MG2再生，在踩踏加速踏板时，为了使车辆加速而使电动发电机MG2动力运转。
另外，如图6中虚线和箭头Xa所示，根据发动机转速降低的状态，在趋于再加速而踩踏加速踏板时，为了使发动机转速上升而需要暂时使电动发电机MG1动力运转。对此，如图6中实线和箭头Xb所示，根据保持发动机转速的状态，在趋于再加速而踩踏加速踏板时，能够使电动发电机MG1迅速再生。使电动发电机MG1再生是使齿圈29和输出轴13加速，是使车辆加速。即，通过实施利用燃料供给执行的下限保持控制，从而能够使电动发电机MG1迅速再生，能够提高使车辆加速时的响应性。
接着，对本发明的其它实施方式进行说明。图8是表示作为本发明其它实施方式的车辆用控制装置60的图。应予说明，在图8中，对与图1所示的部件、配件同样的部件、配件标注相同符号并省略其说明。如图8所示，车辆用控制装置60具有发动机12和具备无级变速器61的动力单元62。在无级变速器61的初级带轮63，经由正反向切换机构64和扭矩转换器65连接有发动机12。另外，在无级变速器61的次级带轮66，经由输出轴13和差动机构14连接有车轮15。另外，车辆用控制装置60具有在停车前使发动机12自动停止的怠速停止功能。通过该怠速停止功能，能够在低于预定车速的停车前使发动机12停止，能够提高车辆的燃油效率。
车辆用控制装置60具有控制发动机12和/或无级变速器61等的工作状态的控制单元67。控制单元67根据来自各种传感器的传送信息判定行驶状况，根据行驶状况计算对发动机12和无级变速器61等的控制信号。然后，发动机控制部45向节流阀47和/或喷油器48等输出控制信号，控制发动机12的发动机扭矩和/或发动机转速。另外，控制单元67的图像处理部51处理来自照相机单元41的图像信息，检测作为前行车辆的行驶状况的前行车辆信息。此外，控制单元67的再加速判定部52根据作为前行车辆信息的前行车辆的车速等判定前行车辆是否处于减速之后进行加速的再加速状况。然后，在判定为前行车辆处于再加速状况时，控制单元67的发动机控制部45提高使本车辆加速时的响应性，因此执行将发动机转速保持在预定的下限转速以上的下限保持控制。这样，执行下限保持控制的控制单元67作为再加速判定部和旋转控制部发挥功能。应予说明，控制单元67由计算控制信号等的CPU、存储程序和/或数据等的ROM、暂时存储数据的RAM等构成。
以下，根据流程图说明利用控制单元67进行的下限保持控制的执行顺序。图9是表示下限保持控制的执行顺序的一个例子的流程图。应予说明，在图9中，对与图4所示的步骤相同的步骤标注相同符号，省略其说明。如图9所示，在步骤S14中设定再加速标志的情况下、或在步骤S15中解除再加速标志的设定的情况下，进入步骤S30，判定是否设定再加速标志。在步骤S30中，在判定为设定再加速标志时，进入步骤S31，通过从喷油器48喷射燃料，从而执行将发动机转速保持在预定的下限转速(下限值)N3以上的下限保持控制。另一方面，在步骤S30中，在判定为不设定再加速标志时，进入步骤S32，停止保持发动机转速的下限保持控制，根据车辆状态停止发动机12。
接着，按照时序图说明上述的下限保持控制。图10是表示通过燃料供给执行的下限保持控制的执行状况的一个例子的时序图。应予说明，在图10中，实线表示执行下限保持控制时的状况，虚线表示停止下限保持控制时的状况。如图10所示，在随着前行车辆的减速而解除加速踏板的踩踏时(符号A1)，停止发动机12的燃料喷射(符号A2)。然后，在随着前行车辆的再加速而设定再加速标志时(符号A3)，再次进行发动机12的燃料喷射(符号A4)，将发动机转速保持在预定转速N3以上(符号A5)。这样，通过保持发动机转速，从而在本车辆趋于再加速而踩踏加速踏板时(符号A6)，发动机扭矩和/或发动机转速迅速上升。由此，无需等待发动机启动和/或发动机转速上升，就能够提高使车辆加速时的响应性。
在不实施这种下限保持控制时，若车速低于怠速停止用的车速阈值V1(符号B1)，则发动机12停止(符号B2)。这样，在发动机12停止时，即使在踩踏加速踏板的情况下(符号A6)，也难以迅速提高发动机扭矩等，使车辆加速时的响应性降低。对此，在车辆用控制装置60中，通过执行上述的下限保持控制，从而无需等待发动机启动和/或发动机转速上升，能够提高使车辆加速时的响应性。
本发明不受上述实施方式限定，在不脱离其主旨的范围内可以进行各种变更。在上述的说明中，根据前行车辆的车速判定前行车辆的再加速状况，但不限于此。例如，可以根据前行车辆与本车辆的车间距离判定前行车辆的再加速状况。另外，也可以根据前行车辆的刹车灯的点亮状态判定前行车辆的再加速状况。
在上述的说明中，分开实施了通过电动回转执行的下限保持控制和通过燃料供给执行的下限保持控制，但不限于此。例如，可以通过利用电动发电机MG1在使发动机12电动回转的同时向发动机12供给燃料，从而将发动机转速保持在下限转速以上。
在上述的说明中，为了检测前行车辆的行驶状况而使用照相机单元41，作为照相机单元41，可以由多个照相机构成，也可以由一个照相机构成。另外，作为检测前行车辆的行驶状况的传感部，不限于照相机，也可以采用毫米波雷达和/或红外激光等。
在上述的说明中，在串并联型的混合动力车辆、仅具备发动机12作为动力源的车辆中，应用本发明的实施方式的车辆用控制装置10、60，但不限于此。例如，可以在串联型的混合动力车辆中应用本发明，也可以在并联型的混合动力车辆中应用本发明。

Claims (5)

1.一种车辆用控制装置，其特征在于，具备检测前行车辆的行驶状况的传感部，并具有：
再加速判定部，根据所述前行车辆的行驶状况，判定所述前行车辆是否处于减速之后进行加速的再加速状况；和
旋转控制部，在判定为处于所述再加速状况时，将发动机的旋转速度保持在下限值以上。
2.根据权利要求1所述的车辆用控制装置，其特征在于，
具有与所述发动机连接的电动马达，
在将所述发动机的旋转速度保持在下限值以上时，所述旋转控制部驱动所述电动马达。
3.根据权利要求2所述的车辆用控制装置，其特征在于，
在将所述发动机的旋转速度保持在下限值以上时，所述旋转控制部切断对所述发动机的燃料供给。
4.根据权利要求1所述的车辆用控制装置，其特征在于，
在将所述发动机的旋转速度保持在下限值以上时，所述旋转控制部向所述发动机供给燃料。
5.根据权利要求1～4中任一项所述的车辆用控制装置，其特征在于，
在司机进行制动操作时，所述旋转控制部解除将所述发动机的旋转速度保持在下限值以上的下限保持控制。
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