JP2006138306A - Drive control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive control device for harmonizing engine sounds with a feel of acceleration. <P>SOLUTION: An HV_ECU executes a program which includes a step (S1100) of detecting a vehicle speed, a step (S1200) of detecting an accelerator opening, a step (S1300) of setting the change rate of an engine speed in accordance with the detected vehicle speed, the detected accelerator opening and a previously stored map, and a step (S1400) of transmitting an electronic throttle control signal to an electronic throttle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive control device, and more particularly to a drive control device that sets a rate of change in engine speed based on a vehicle speed and an accelerator opening.

  Conventionally, many technologies have been developed that realize the driving force of a vehicle in response to a driver's request. For example, Japanese Patent Application Laid-Open No. 2002-87117 (Patent Document 1) discloses a driving force control device that can greatly improve power and drivability. The driving force control device includes an accelerator opening sensor that detects an accelerator operation amount, a vehicle speed sensor that detects a vehicle speed, and a static target based on the detected accelerator operation amount and vehicle speed in a power train having an engine and a transmission. A target driving force calculation unit that calculates a driving force, a driving force pattern calculation unit that calculates a change pattern of the target driving force, an engine torque steady target value based on the target driving force, and a detected accelerator operation amount A steady target value calculating unit that calculates a gear ratio steady target value from the vehicle speed, a transient target value calculating means for calculating an engine torque transient target value and a gear ratio transient target value based on a target driving force change pattern, and an engine Valve drive control unit that realizes steady torque target value and engine torque transient target value, and gear ratio drive control that realizes gear ratio steady target value and gear ratio transient target value Including the door.

The driving force control device disclosed in Patent Document 1 does not compensate for all occurrences of inertia torque due to shift delay or rotation change of the transmission with the engine torque, but converts the steady target and transient target of the driving force into the engine torque. The control specifications are realized by synchronous control of the gear ratio. Therefore, the driving force as required by the driver can be realized, and the power and drivability can be greatly improved.
JP 2002-87117 A

  However, when accelerating with the accelerator opening fully open, if the rate of change of the engine speed with respect to the amount of change in the accelerator opening is fixed, there is a problem that the engine sound and acceleration feeling cannot be harmonized. is there. That is, when the vehicle speed is low, it is necessary to quickly increase the rotational torque of the engine in order to generate the driving force corresponding to the accelerator opening (fully open state) of the driver. The higher the engine speed, the higher the engine torque. Therefore, the engine speed increases in response to the driver's request. Incidentally, the amount of change in the rotational torque of the engine becomes smaller as the rotational speed of the engine increases. For this reason, if the rate of change of the engine speed with respect to the amount of change in the accelerator operation is fixed at the time of low vehicle speed, the rotational torque becomes difficult to increase when the vehicle speed becomes high, so that the acceleration feeling of the vehicle cannot be obtained. On the other hand, when the engine speed increases, the noise from the engine increases. Therefore, the engine sound and the acceleration feeling are not harmonized, and the acceleration feeling expected by the driver for the accelerator operation is not satisfied.

  In Patent Document 1 described above, when the accelerator opening is constant, the target input rotational speed of the engine is controlled to be constant regardless of the vehicle speed. That is, since the rate of change of the engine speed is fixed, the above-described problem may occur.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a drive control device capable of harmonizing engine sound and acceleration feeling.

  A drive control device according to a first invention is a drive control device for an engine mounted on a vehicle. The drive control device includes an opening degree detecting means for detecting the accelerator opening degree, a vehicle speed detecting means for detecting the vehicle speed of the vehicle, and a control means for controlling the rotational speed of the engine. The control means includes setting means for setting the rate of change of the engine speed based on the detected accelerator opening and the detected vehicle speed.

  According to the first invention, the control means sets the rate of change of the engine speed based on the detected accelerator opening and the detected vehicle speed. Thereby, the engine speed can be controlled with the change rate of the engine speed appropriate for the detected vehicle speed and accelerator opening as a target value. For example, the rate of change of the engine speed is set so as to decrease as the detected vehicle speed increases. If it does in this way, when the number of rotations of an engine rises with a raise of vehicle speed at the time of acceleration of vehicles, it can control that the number of rotations of an engine rises unnecessarily. Therefore, it is possible to reduce the noise accompanying the increase in the engine speed. Furthermore, since the rate of change in torque on the high engine speed side is small, acceleration is difficult. Therefore, it is possible to achieve harmony with the acceleration feeling of the vehicle by suppressing an unnecessary increase in the engine speed. Therefore, it is possible to provide a drive control device that can achieve harmony between engine sound and acceleration.

  In the drive control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the accelerator opening, the vehicle speed, and the rate of change have a corresponding relationship associated with each other. The setting means includes means for setting the rate of change based on the correspondence, the detected accelerator opening, and the detected vehicle speed.

  According to the second invention, the accelerator opening, the vehicle speed, and the rate of change of the engine speed have a corresponding relationship. The setting means sets the rate of change based on the correspondence (for example, a map stored in advance), the detected accelerator opening, and the detected vehicle speed. Thereby, the engine speed can be controlled with the change rate of the engine speed appropriate for the detected vehicle speed and accelerator opening as a target value.

  In the drive control apparatus according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the setting means determines in advance that the detected change amount of the accelerator opening is substantially constant. Even within the range, means for setting the rate of change according to the detected vehicle speed is included.

  According to the third invention, even when the detected accelerator opening is substantially constant (for example, the accelerator opening is 100%), the rate of change is set according to the detected vehicle speed. For example, if the rate of change of the engine speed is set so as to decrease as the detected vehicle speed increases, noise accompanying an increase in the engine speed when the vehicle speed is on the high speed side can be reduced.

  In the drive control device according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects of the invention, the correspondence relation has a relation that the rate of change decreases as the vehicle speed increases.

  According to the fourth invention, the correspondence relationship has a relationship in which the rate of change decreases as the vehicle speed increases. If it does in this way, when the number of rotations of an engine rises with a raise of vehicle speed at the time of acceleration of vehicles, it can control that the number of rotations of an engine rises unnecessarily. Therefore, it is possible to reduce the noise accompanying the increase in the engine speed. Furthermore, the rate of change of torque on the high rotation side of the engine speed is small. Therefore, it is possible to achieve harmony with the acceleration feeling of the vehicle by suppressing an unnecessary increase in the engine speed.

In the drive control apparatus according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the control means further includes means for storing the correspondence as a map. The setting means includes means for setting the rate of change based on the map, the detected accelerator opening, and the detected vehicle speed.

  According to the fifth invention, the control means stores the correspondence relationship as a map. The setting means sets a change rate of the target engine speed based on the map, the detected accelerator opening, and the detected vehicle speed. Thereby, the engine speed can be controlled with the change rate of the engine speed appropriate for the detected vehicle speed and accelerator opening as a target value.

  In the drive control apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the setting means provides the engine speed when the accelerator opening is equal to or less than a predetermined opening. Means for setting the change rate of the engine so as to be smaller than the change rate of the engine speed when the opening degree is equal to or greater than a predetermined opening degree.

  According to the sixth aspect of the invention, in the hybrid vehicle, priority is given to fuel efficiency, and therefore, the engine operating line is set so that the engine passes through the region of low rotation and high torque. For this reason, at the time of low engine rotation, a loud noise is generated mainly in the passenger compartment due to the engine torque. To reduce the noise of the engine, if the engine speed is increased quickly and the engine torque is gradually increased so that the engine operating line does not pass through the low-torque and high-torque area, the low accelerator The engine speed may increase rapidly with the opening. For this reason, the sense of unusual sound accompanying it becomes obvious. Therefore, the rate of change of the engine speed when the accelerator opening is equal to or smaller than a predetermined opening is made smaller than the rate of change of the engine speed when the accelerator opening is equal to or larger than the predetermined opening. Set. If it does in this way, it can control that the number of rotations of an engine rises quickly at low accelerator opening. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the drive control apparatus according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the vehicle is equipped with an auxiliary device that uses engine coolant as a heat source. The control means further includes means for controlling the rotational speed of the engine so that when the auxiliary machine is operated, a predetermined rotational speed required in accordance with the operation is obtained.

  According to the seventh aspect of the invention, when an auxiliary machine (for example, a heater) that uses engine coolant as a heat source is operated, if the engine coolant temperature is low, sufficient heater performance cannot be obtained. Therefore, the control means controls the rotational speed of the engine so that when the auxiliary machine is operated, the predetermined rotational speed required in accordance with the operation is obtained. By setting the engine speed to a predetermined speed, the engine coolant temperature rises, warming up is completed early, and desired heater performance can be obtained. However, when the accelerator opening is small, if the engine speed increases rapidly so that the predetermined engine speed is reached, a sense of noise associated with the engine speed becomes apparent. Therefore, when the engine speed is controlled so as to be a predetermined speed, the rate of change of the engine speed when the accelerator opening is equal to or less than the predetermined opening is determined in advance. It is set to be smaller than the rate of change of the engine speed when the opening is equal to or greater than the predetermined opening. If the rate of change of the engine speed is limited when the opening is below the predetermined opening as described above, if the accelerator is operated at a low accelerator opening, It is possible to suppress the number from rising rapidly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the drive control apparatus according to the eighth aspect of the invention, in addition to the configuration of the seventh aspect, the auxiliary machine is a heater of an air conditioner that adjusts the vehicle interior temperature.

  According to the eighth aspect of the invention, when the heater using the engine coolant as a heat source is operated, the engine speed is controlled so that the engine speed becomes a predetermined speed when the engine coolant temperature is low. When the engine speed is controlled to be a predetermined speed, the rate of change of the engine speed when the accelerator opening is equal to or less than the predetermined opening is determined in advance. It sets so that it may become smaller than the rate of change of the number of rotations of the engine when it is more than the obtained opening. If the rate of change of the engine speed is limited when the opening is equal to or smaller than the predetermined opening as described above, the engine speed is reduced when the heater is operated and the accelerator is at a low accelerator opening. Can be prevented from rising promptly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the drive control apparatus according to the ninth aspect of the invention, in addition to the configuration of the sixth aspect of the invention, an auxiliary machine that is mechanically connected to the engine is mounted on the vehicle. The control means further includes means for controlling the rotational speed of the engine so that when the auxiliary machine is operated, a predetermined rotational speed required in accordance with the operation is obtained.

  According to the ninth aspect of the invention, when an auxiliary machine (for example, a compressor of an air conditioner (hereinafter also referred to as an air conditioner)) mechanically connected to the engine is operated, the engine load increases, and thus the output is increased. You may be required to do so. At this time, the rotational speed of the engine is controlled so as to be a predetermined rotational speed required as the auxiliary machine operates. However, when the accelerator opening is small, if the engine speed increases rapidly so that the predetermined engine speed is reached, a sense of noise associated with the engine speed becomes apparent. Therefore, when the engine speed is controlled so as to be a predetermined speed, the rate of change of the engine speed when the accelerator opening is equal to or less than the predetermined opening is determined in advance. It is set to be smaller than the rate of change of the engine speed when the opening is equal to or greater than the predetermined opening. If the rate of change of the engine speed is limited when the opening is below the predetermined opening as described above, if the accelerator is operated at a low accelerator opening, It is possible to suppress the number from rising rapidly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the drive control apparatus according to the tenth aspect of the invention, in addition to the configuration of the ninth aspect, the auxiliary machine is a compressor of an air conditioner that adjusts the vehicle interior temperature.

  According to the tenth aspect of the invention, when the compressor of the air conditioner mechanically connected to the engine is operated, the engine speed is controlled so as to become a predetermined speed when the engine load increases. . When the engine speed is controlled so as to be a predetermined speed, the rate of change of the engine speed when the accelerator opening is equal to or less than the predetermined opening is determined in advance. It is set to be smaller than the rate of change of the engine speed when the opening is greater than the specified opening. When the rate of change of the engine speed is limited when the opening is equal to or smaller than the predetermined opening as described above, when the air conditioner is operated and the low accelerator opening is reached, It can suppress that a rotation speed rises rapidly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the drive control apparatus according to the eleventh invention, in addition to the configuration of any one of the first to tenth inventions, the vehicle is a hybrid vehicle having an electric motor that generates a driving force.

  According to the eleventh aspect, the vehicle is a hybrid vehicle having an electric motor that assists the engine and generates a driving force. Accordingly, in a hybrid vehicle, for example, when the rate of change of the engine speed is set to be small at high vehicle speeds, an unnecessary increase in the engine speed can be suppressed, so that the engine sound and the acceleration feeling can be harmonized. .

  In the drive control apparatus according to the twelfth aspect of the invention, in addition to the configuration of the eleventh aspect of the invention, the hybrid vehicle includes a generator that generates electric power based on the power of the engine, and at least one of the power of the engine and the electric motor. And a power split mechanism for transmitting to the power. The power split mechanism divides the input engine power or motor power into driving force to the wheel shaft or power to the generator and outputs the power.

  According to the twelfth aspect of the invention, the power split mechanism (for example, planetary gear mechanism) splits the input engine power or motor power into drive power to the wheel shaft or power to the generator and outputs the power. The power split mechanism also has a function as a so-called continuously variable transmission that controls the engine speed steplessly by controlling the generator. In a vehicle including such a power split mechanism, if the rate of change of the engine speed when the vehicle speed increases as the engine speed increases, the rate of change of the engine speed is increased at high vehicle speeds. Since unnecessary rises can be suppressed, the engine sound and acceleration can be harmonized.

Hereinafter, a drive control device according to an embodiment of the present invention will be described with reference to the drawings.
In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A vehicle power train including the drive control device according to the present embodiment will be described. The vehicle according to the present embodiment will be described as a hybrid vehicle provided with a transaxle including a motor that generates a driving force.

  FIG. 1 is a control block diagram of a vehicle including a drive control device according to the present embodiment with reference to FIG. Specifically, the drive control apparatus according to the present embodiment is realized by a program executed by HV (Hybrid Vehicle) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a transaxle 300, an ECU 1000, an accelerator opening sensor 2100, and a wheel speed sensor 2200.

  The output shaft of engine 100 is connected to the input shaft of transaxle 300. Inside the transaxle 300, a motor for driving a vehicle (not shown) and a generator for power generation (not shown) are provided. The motor is driven based on electric power supplied from a battery (not shown) via a PCU (Power Control Unit) (not shown). The generator generates electric power using the power of engine 100.

  In addition, a power split mechanism (not shown) is provided inside the transaxle 300. The power split mechanism splits the input engine 100 power or motor power into driving power to a tire (not shown) or power to a generator and outputs the power. That is, the driving force of the engine and the driving force of the motor are switched, and the motor assists the driving force of the engine 100, or the driving force is generated only by the motor.

  As such a power split mechanism, for example, a planetary gear mechanism is used. In the planetary gear mechanism, the rotational force of the engine is input to the planetary carrier, and the rotational force is transmitted to the generator by the sun gear and to the motor and the output shaft by the ring gear. In the power train having such a configuration, the motor and generator connected to the planetary gear mechanism can be controlled to function as a continuously variable transmission that continuously controls the engine speed.

  The output shaft of the transaxle 300 is connected to the tire via a drive shaft (not shown). The vehicle travels by the driving force transmitted from the transaxle 300 to the tire.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an HV_ECU 1020 that controls the transaxle 300.

  HV_ECU 1020 receives a signal representing the vehicle speed detected by wheel speed sensor 2200. Wheel speed sensor 2200 is provided to face the teeth of a rotation detection gear provided on the drive shaft. Also, HV_ECU 1020 receives an engine speed signal representing engine speed detected by an engine speed sensor (not shown) from engine ECU 1010. The engine speed sensor is provided to face the teeth of the rotation detection gear provided on the output shaft of engine 100. These sensors are, for example, sensors using a magnetoresistive element generally called a semiconductor sensor, but are not limited thereto.

  Further, HV_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 transmits an electronic throttle control signal to engine 100 based on the engine control signal and other control signals. The HV_ECU 1020 outputs a motor drive control signal to the transaxle 300. Based on this motor control signal, the driving of the motor of the transaxle 300 is controlled to realize a desired traveling state.

  The HV_ECU 1020 receives a signal representing the opening of the accelerator pedal operated by the driver from the accelerator opening sensor 2100 via the engine ECU 1010. The accelerator opening sensor 2100 is provided, for example, on the accelerator pedal of the driver's seat. The ECU 1000 has a memory in which various data (threshold values, maps, etc.) and programs are stored. The accelerator opening sensor 2100 may transmit an accelerator opening signal directly to the HV_ECU 1020.

Here, in the hybrid vehicle, the vehicle is normally started only by the driving force of the motor. When the vehicle is accelerated, the engine is started and the engine speed is increased rapidly to increase the output. The engine power is transmitted to the tire as a driving force, and the engine power is transmitted to the generator via the power split mechanism to generate power. The motor is driven using the generated power to accelerate. In the case of further acceleration, the motor output is amplified by the electric power from the battery. In particular, at the time of low vehicle speed when starting acceleration, the driving force by the engine power and the generated electric power are low. For this reason, in a battery, there is a case where restrictions on power supply to the motor become severe due to a decrease in SOC (State Of Charge) and heat generation due to discharge.

  Therefore, in order to quickly increase the engine speed, for example, as shown in FIG. 2A, a target engine speed change rate is set according to the accelerator opening. That is, when the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (1), the rate of change of the engine speed is set to A (1). When the accelerator opening is P (2) to 100, the rate of change of the engine speed is set to A (2). When the accelerator opening is P (1) to P (2), the rate of change of the engine speed is set to change linearly between A (1) and A (2). Here, A (2) is a higher value than A (1). This is because if the accelerator opening is large, it is determined that the driver is requesting acceleration, and it is necessary to increase the rotational torque by rapidly increasing the engine speed.

  The higher the engine speed, the higher the engine torque. Therefore, the engine speed increases in response to the driver's request. On the other hand, the amount of change in engine rotational torque decreases as the engine speed increases.

  Further, if the vehicle speed increases to some extent as the engine speed increases, the power generated by the engine power increases, so that the power supply restriction from the battery to the motor is relaxed.

  For this reason, if the rate of change of the engine speed with respect to the amount of change in the accelerator operation is fixed at the time of low vehicle speed, the rotational torque becomes difficult to increase when the vehicle speed becomes high, so that the acceleration feeling of the vehicle cannot be obtained. On the other hand, the engine speed increases unnecessarily in spite of the restrictions on battery power supply, and the noise from the engine increases.

  Therefore, the present invention is characterized in that the change rate of the target engine speed is set according to the accelerator opening and the vehicle speed.

  That is, the accelerator opening, the vehicle speed, and the rate of change of the engine speed have a corresponding relationship. Although this correspondence is not particularly limited, in the present embodiment, for example, it is stored in advance in the memory of ECU 1000 as a map. As the correspondence relationship, for example, matrix data of the accelerator opening, the vehicle speed, and the engine speed change rate may be stored in a memory in advance, or the engine may be determined based on the detected accelerator opening and the detected vehicle speed. A function that can calculate the rate of change in the number of rotations may be stored in a memory in advance.

  For example, as shown in FIG. 2B, the map stored in advance in the memory has a plurality of correspondence relationships between the accelerator opening degree and the rate of change of the engine speed corresponding to a predetermined vehicle speed range. Including a two-dimensional map.

  That is, for example, when the vehicle speed detected by the wheel speed sensor 2200 is 0 to V (1), when the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (1), engine rotation The rate of change of the number is set to A (1). When the accelerator opening is P (1) to 100, the rate of change of the engine speed is set to A (2). When the accelerator opening is P (1) to P (2), the rate of change of the engine speed is set to change linearly between A (1) and A (2).

  On the other hand, when the vehicle speed is V (1) to V (2), when the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (1), the rate of change of the engine speed is set to B ( Set to 1). When the accelerator opening is P (1) to 100, the rate of change of the engine speed is set to B (2). When the accelerator opening is P (1) to P (2), the engine speed change rate is set to change linearly between B (1) and B (2).

  When the vehicle speed is V (2) to V (3) and the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (1), the rate of change of the engine speed is expressed as C ( Set to 1). When the accelerator opening is P (1) to 100, the rate of change of the engine speed is set to C (2). When the accelerator opening is P (1) to P (2), the engine speed change rate is set to change linearly between C (1) and C (2).

  C (1) is a smaller value than B (1). B (1) is a smaller value than A (1). C (2) is a smaller value than B (2). B (2) is a smaller value than A (2). Further, V (1), V (2), and V (3) are not particularly limited, and appropriate values are set based on vehicle specifications and the like. Furthermore, although the predetermined vehicle speed range is set based on V (1), V (2), and V (3), the vehicle speed range may be set more finely. In addition, what is not shown in a figure should just calculate the change rate of an engine speed by interline interpolation.

  Alternatively, the map stored in advance in the memory may be, for example, a three-dimensional map showing the correspondence between the vehicle speed, the accelerator opening, and the rate of change of the engine speed, as shown in FIG. . At this time, the correspondence relationship between the vehicle speed, the accelerator opening degree, and the rate of change of the engine speed is the same as the correspondence relationship described in FIG.

  With reference to FIG. 3, a control structure of a program executed by HV_ECU 1020 which is the drive control device according to the present embodiment will be described.

  In step (hereinafter abbreviated as S) 1100, HV_ECU 1020 detects the vehicle speed. HV_ECU 1020 detects the vehicle speed based on the vehicle speed signal input from wheel speed sensor 2200.

  In S1200, HV_ECU 1020 detects the accelerator opening. HV_ECU 1020 detects the accelerator opening based on an accelerator opening signal input from accelerator opening sensor 2100 via engine ECU 1010. Note that the order of S1100 and S1200 may be reversed.

  In S1300, HV_ECU 1020 sets a target engine speed change rate based on a prestored map. The HV_ECU 1020 sets the rate of change of the engine speed based on the detected accelerator opening, the detected vehicle speed, and the map shown in FIG. 2B or 2C.

  In S1400, HV_ECU 1020 transmits an engine control signal to engine ECU 1010. The HV_ECU 1020 transmits an engine control signal to the engine ECU 1010 so that the change rate of the engine speed becomes the set target engine speed change rate. At this time, engine ECU 1010 transmits an electronic throttle control signal to the electronic throttle based on the received engine control signal.

  An operation of the drive control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  While the vehicle is running, when the driver operates the accelerator pedal so that the vehicle starts accelerating, the vehicle speed is detected by the wheel speed sensor 2200 (S1100), and the accelerator opening is detected by the accelerator opening sensor 2100. (S1200). When the target engine speed change rate is set based on the detected vehicle speed, the detected accelerator opening, and the map stored in advance (S1300), the electronic throttle is set via the engine ECU 1010. The electronic throttle control signal is transmitted to (S1400). At this time, the rotational speed of engine 100 increases based on the set rate of change.

  At this time, in the engine 100, as shown in FIG. 4, when the rotational speed is higher than N (1), a change in torque, which is the rotational force of the output shaft of the engine 100, tends to decrease. Therefore, when the detected vehicle speed increases and the rotational speed of the engine 100 increases with the vehicle speed, the change rate of the rotational speed of the engine 100 is set to be small.

  In addition, when the rate of change of the engine speed is set uniformly regardless of the vehicle speed as in the past, the engine speed increased unnecessarily as shown by the broken line in FIG. In the hybrid vehicle to which the present invention is applied, if the rate of change of the engine speed is set to be small as the vehicle speed increases, an unnecessary increase is suppressed as shown by the solid line in FIG. be able to. Therefore, noise caused by the engine can be reduced.

  As described above, according to the drive control apparatus according to the present embodiment, HV_ECU sets the rate of change of the engine speed based on the detected accelerator opening and the detected vehicle speed. Thereby, the engine speed can be controlled with the change rate of the engine speed appropriate for the detected vehicle speed and accelerator opening as a target value. The rate of change of the engine speed is set so as to decrease as the detected vehicle speed increases. If it does in this way, when the number of rotations of an engine rises with a raise of vehicle speed at the time of acceleration of vehicles, it can control that the number of rotations of an engine rises unnecessarily. Therefore, it is possible to reduce the noise accompanying the increase in the engine speed. Furthermore, the rate of change of torque on the high rotation side of the engine speed is small. Therefore, it is possible to achieve harmony with the acceleration feeling of the vehicle by suppressing an unnecessary increase in the engine speed. Therefore, it is possible to provide a drive control device that can achieve harmony between engine sound and acceleration.

<Second Embodiment>
Hereinafter, a drive control device according to a second embodiment of the present invention will be described. The vehicle equipped with the drive control device according to the present embodiment has the same configuration as the vehicle equipped with the drive control device according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  As described in the first embodiment, in the hybrid vehicle, when the vehicle speed becomes high, the rotational torque is less likely to increase, so that the acceleration feeling of the vehicle cannot be obtained. On the other hand, there is a problem in that noise from the engine increases because the engine speed increases unnecessarily even though the power supply limitation of the battery is relaxed. Further, in a hybrid vehicle, the engine operation line has a priority on fuel consumption, so it often passes through a line that rises to a high torque while maintaining a low rotation speed. Due to the high torque of the engine and the transmission of torque fluctuations in the drive system, etc., the booming noise tends to become obvious in the passenger compartment. In order to improve this, there is a method of changing the operation line of the engine so as to reduce the torque of the engine at the time of low rotation.

  That is, as shown in FIG. 6, there is a method of changing to an engine operating line that gradually increases the engine speed and gradually increases the engine torque. In this way, the line after the countermeasure (solid line) can avoid the high torque region at the time of low rotation, and therefore the noise can be reduced compared to the line before the countermeasure against the booming noise (broken line). .

  However, when the SOC decreases and the charging mode is entered, it is necessary to rapidly increase the engine speed as compared with the operation line before the change according to the charging power request. This is because the output of the engine needs to be equal to or higher than a desired power line according to the charging power requirement.

  As described above, when the engine speed is quickly increased, a sense of noise accompanying the increase in the engine speed becomes obvious. This unusual sensation is particularly noticeable when the accelerator position is low. That is, the user perceives a sudden increase in engine rotation contrary to the intention as an abnormal noise. This is because the change rate of the engine speed maintains a constant change rate even in the low accelerator opening region. On the other hand, at the time of a high accelerator opening degree, since the engine is originally turned on by the user's intention to request power, the sense of noise is not noticeable.

  Therefore, in the drive control apparatus according to the present embodiment, the map of FIG. 2 described in the first embodiment is set so as to reduce the rate of change of the engine speed in the low accelerator opening region. Features.

  That is, as shown in FIG. 7A, the rate of change of the engine speed when the accelerator opening is equal to or less than a predetermined opening P (3) is defined as a predetermined opening P (3). The engine speed is set to be smaller than the rate of change A (1) of the engine speed at the above time.

  In the present embodiment, the rate of change of the engine speed is set to gradually increase until the accelerator opening is from 0 to P (3). Note that P (3) is not particularly limited. Further, the rate of change of the engine rotational speed from 0 to P (3) of the accelerator opening may change linearly or non-linearly, for example, and the engine speed at the accelerator opening P (3). There is no particular limitation as long as it is smaller than the number change rate.

  Further, as shown in FIG. 7B, the rate of change of the engine speed is stored in advance as a two-dimensional map as shown in FIG. From 0 to P (3), the engine speed change rate may be set to gradually increase.

  That is, for example, when the vehicle speed detected by the wheel speed sensor 2200 is 0 to V (1), when the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (3), the engine speed The rate of change of the number is set so as to gradually increase from A (3) to A (1). When the accelerator opening is larger than P (3), the rate of change of the engine speed is set as shown by the solid line in FIG. That is, when the accelerator opening is larger than P (3), the rate of change of the engine speed is set in the same manner as when the vehicle speed in the two-dimensional map shown in FIG. 2B is 0 to V (1). The Therefore, detailed description will not be repeated.

  On the other hand, when the vehicle speed is V (1) to V (2) and the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (3), the rate of change in the engine speed is set to B ( 3) is set so as to increase gradually from B (1). When the accelerator opening is larger than P (3), the rate of change of the engine speed is set as shown by the broken line in FIG. That is, when the accelerator opening is larger than P (3), the rate of change of the engine speed is the same as that at the vehicle speeds V (1) to V (2) in the two-dimensional map shown in FIG. Is set. Therefore, detailed description will not be repeated.

  When the vehicle speed is V (2) to V (3) and the accelerator opening detected by the accelerator opening sensor 2100 is 0 to P (3), the rate of change of the engine speed is expressed as C ( It is set so as to gradually increase from 3) to C (1). When the accelerator opening is larger than P (3), the rate of change of the engine speed is set as indicated by the alternate long and short dash line in FIG. That is, when the accelerator opening is larger than P (3), the rate of change of the engine speed is the same as that at the vehicle speeds V (2) to V (3) in the two-dimensional map shown in FIG. Is set. Therefore, detailed description will not be repeated.

  Here, A (3) is a smaller value than A (1). B (3) is a smaller value than B (1). C (3) is a smaller value than C (1). Furthermore, C (1) is a smaller value than B (1). B (1) is a smaller value than A (1). C (2) is a smaller value than B (2). B (2) is a smaller value than A (2). Further, V (1), V (2), and V (3) are not particularly limited, and appropriate values are set based on vehicle specifications and the like. Furthermore, although the predetermined vehicle speed range is set based on V (1), V (2), and V (3), the vehicle speed range may be set more finely. In addition, what is not shown in a figure should just calculate the change rate of an engine speed by interline interpolation.

  Alternatively, the map stored in advance in the memory may be a three-dimensional map similar to that shown in FIG. At this time, the correspondence relationship between the vehicle speed, the accelerator opening degree, and the rate of change in the engine speed is the same as the correspondence relationship described with reference to FIG.

  The control structure of the program executed by HV_ECU 1020 that is the drive control apparatus according to the present embodiment is the same as the flowchart shown in FIG. 3 described in the first embodiment. Therefore, detailed description will not be repeated.

  An operation of the drive control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

While the vehicle is running, when the driver operates the accelerator pedal so that the vehicle starts accelerating, the vehicle speed is detected by the wheel speed sensor 2200 (S1100), and the accelerator opening is detected by the accelerator opening sensor 2100. (S1200). When the target engine speed change rate is set based on the detected vehicle speed, the detected accelerator opening, and the map stored in advance (S1300), the electronic throttle is set via the engine ECU 1010. The electronic throttle control signal is transmitted to (S1400). At this time, the rotational speed of engine 100 increases based on the set rate of change.

  At this time, in the engine 100, as shown in FIG. 4, when the rotational speed is higher than N (1), a change in torque, which is the rotational force of the output shaft of the engine 100, tends to decrease. Therefore, when the detected vehicle speed increases and the rotational speed of the engine 100 increases with the vehicle speed, the change rate of the rotational speed of the engine 100 is set to be small.

  In addition, when the rate of change of the engine speed is set uniformly regardless of the vehicle speed as in the past, the engine speed increased unnecessarily as shown by the broken line in FIG. In the hybrid vehicle to which the present invention is applied, if the rate of change of the engine speed is set to be small as the vehicle speed increases, an unnecessary increase is suppressed as shown by the solid line in FIG. be able to. Therefore, noise caused by the engine can be reduced.

  Furthermore, even in the low accelerator opening range where the accelerator opening is 0 to P (3), even if charging power is required, the rate of change in engine speed is smaller than the rate of change in accelerator opening P (3). Thus, the rapid increase in engine speed is suppressed.

  As described above, the drive control device according to the present embodiment suppresses the rapid increase in the engine speed at the low accelerator opening, in addition to the effects of the first embodiment. it can. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver. That is, the engine sound and acceleration feeling can be harmonized.

<Third Embodiment>
The drive control apparatus according to the third embodiment of the present invention will be described below. The vehicle equipped with the drive control device according to the present embodiment includes a heater unit, a water temperature sensor, and an outside air temperature sensor, as compared with the configuration of the vehicle equipped with the drive control device according to the first embodiment described above. The point is different. Other configurations are the same as the configuration of the vehicle on which the drive control device according to the first embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 8, the vehicle further includes an air conditioner heater unit 400 that adjusts the vehicle interior temperature, a water temperature sensor 2300, and an outside air temperature sensor 2400. The heater unit 400 uses the cooling water of the engine 100 as a heat source. The heater unit 400 includes a heater core (not shown) through which engine coolant flows, and a blower fan (not shown) that blows air into the passenger compartment. When the heater unit 400 operates, air blown by a blower fan that operates based on a control signal of an air conditioner ECU (not shown) comes into contact with the heater core. The air whose temperature has risen in contact with the heater core is blown into the passenger compartment.

  Water temperature sensor 2300 transmits a coolant temperature signal corresponding to the coolant temperature of engine 100 to engine ECU 1010. Engine ECU 1010 further transmits a coolant temperature signal to HV_ECU 1020. The outside air temperature sensor 2400 transmits a detection signal corresponding to the temperature outside the vehicle to the HV_ECU 1020.

  Here, when the temperature of the cooling water of the engine 100 is low when the heater unit 400 is operated, sufficient heater performance cannot be obtained. Therefore, HV_ECU 1020 controls engine 100 to start warm-up via engine ECU 1010 in order to increase the temperature of cooling water of engine 100. The HV_ECU 1020 controls the engine 100 via the engine ECU 1010 so that the rotational speed of the engine 100 becomes a predetermined rotational speed in order to warm up the engine 100.

  When the heater unit 400 is off, the HV_ECU 1020 controls the engine 100 via the engine ECU 1010 along the operation line (thin line) when the heater unit 400 is off as shown in FIG. When the heater unit 400 is turned on, the HV_ECU 1020 controls the engine 100 via the engine ECU 1010 so that the operation line of the engine 100 is shifted to the operation line (thick line) when the heater unit 400 is turned on.

  Specifically, for example, in the case where the detected engine speed is a point A where Ne (1), when the heater unit 400 is turned on, that is, when blowing by the blower fan is started, the HV_ECU 1020 When a predetermined condition is satisfied, engine 100 is controlled via engine ECU 1010 so that the output is increased by the required power ΔPe of heater unit 400. The “predetermined conditions” are conditions of the outside air temperature and the cooling water temperature in the present embodiment, but are not particularly limited thereto. The required power ΔPe may be a different value depending on the state of the engine 100, or may be a predetermined value, and is not particularly limited.

  That is, the HV_ECU 1020 has a rotation speed Ne (2) corresponding to the intersection A ′ between the equal power line when the output is increased by the required power ΔPe and the operation line when the heater unit 400 is on. A control signal is transmitted to engine ECU 1010.

  However, when the accelerator opening is small, if the engine speed of the engine 100 is rapidly increased so as to be a predetermined engine speed, a sense of abnormal noise associated therewith becomes obvious. Therefore, in the drive control apparatus according to the present embodiment, using the map of FIG. 7B described in the second embodiment, when the heater unit 400 is turned on, the engine 100 in the low accelerator opening range is set. It is characterized in that it is set so as to reduce the rate of change of the rotational speed. Note that the map of FIG. 7B is similar to the map described in the second embodiment, and thus detailed description thereof will not be repeated.

  With reference to FIG. 10, a control structure of a program executed by HV_ECU 1020 which is the drive control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 10, the same steps as those in the flowchart shown in FIG. 3 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S2000, HV_ECU 1020 determines whether or not the outside air temperature detected by outside air temperature sensor 2400 is lower than 5 ° C and the coolant temperature of engine 100 detected by water temperature sensor 2300 is lower than 80 ° C. If it is determined that the detected outside air temperature is lower than 5 ° C. and the detected coolant temperature of engine 100 is lower than 80 ° C. (YES in S2000), the process proceeds to S2100. If not (NO in S2000), the process returns to S2000 and waits until the outside air temperature is lower than 5 ° C and the engine water temperature is lower than 80 ° C.

  In S2100, HV_ECU 1020 determines whether heater unit 400 is in the on state or not. If it is determined that heater unit 400 is on (YES in S2100), the process proceeds to S2200. If not (NO in S2100), the process returns to S2000.

  In S2200, HV_ECU 1020 determines whether or not the difference between the set temperature set by the driver and the vehicle interior temperature is greater than 5 ° C. The vehicle interior temperature is detected by, for example, a temperature sensor (not shown) provided in the vehicle interior. If it is determined that the difference between the set temperature and the in-vehicle temperature is greater than 5 ° C. (YES in S2200), the process proceeds to S2300. If not (NO in S2200), the process returns to S2000.

  In S2300, HV_ECU 1020 determines the engine speed corresponding to the intersection of the equal power line when the output is increased by the required power ΔPe and the operation line when heater unit 400 is turned on from the map shown in FIG. It is set as a target rotational speed of 100.

  An operation of HV_ECU 1020 that is the drive control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  If the outside air temperature is lower than 5 ° C. and the coolant temperature of engine 100 is lower than 80 ° C. while the vehicle is traveling (YES in S2000), the driver turns on heater unit 400 (YES in S2100). If the difference between the set temperature and the vehicle interior temperature is greater than 5 ° C. (YES in S2200), target engine speed of engine 100 is set based on the map shown in FIG. 9 (S2300). At this time, the vehicle speed is detected by the wheel speed sensor 2200 (S1100), and the accelerator opening is detected by the accelerator opening sensor 2100 (S1200). Based on the detected vehicle speed, the detected accelerator opening, and a map stored in advance as shown in FIG. 7B, a rate of change in the rotational speed of the engine 100 is set (S1300). A control signal is transmitted to the electronic throttle via the ECU 1010 (S1400). At this time, based on the set rate of change, the rotational speed of engine 100 increases so as to reach the set target rotational speed. Here, when the detected accelerator opening is small, the change rate of the engine speed of engine 100 is set smaller than the change rate of the engine speed when the accelerator opening is large. Therefore, the rotation speed of engine 100 increases gently.

  As described above, according to the drive control apparatus according to the present embodiment, when the heater unit using the engine coolant as a heat source is operated, the engine speed is set to a predetermined speed. Be controlled. At this time, the rate of change of the engine speed when the accelerator opening is equal to or less than a predetermined opening is set to be smaller than the rate of change of the engine speed when the accelerator opening is equal to or greater than the predetermined opening. Set to. If the rate of change of the engine speed is limited when the opening is below the predetermined opening as described above, if the accelerator is operated at a low accelerator opening, It is possible to suppress the number from rising rapidly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the present embodiment, it has been described that the rate of change of the engine speed is limited when the heater unit is turned on. However, the auxiliary unit that uses engine cooling water as a heat source is particularly limited to the heater unit. is not.

<Fourth embodiment>
Hereinafter, a drive control apparatus according to a fourth embodiment of the present invention will be described. A vehicle equipped with the drive control device according to the present embodiment has a compressor and an air conditioner instead of the heater unit, as compared with the configuration of the vehicle equipped with the drive control device according to the third embodiment described above. Including points are different. Other configurations are the same as the configuration of the vehicle on which the drive control device according to the third embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 11, the vehicle further includes a compressor 400 and an air conditioner 800 that adjusts the vehicle interior temperature. A pulley 700 is connected to the rotation shaft of the compressor 400. Pulley 700 is connected to pulley 600 connected to the output shaft of engine 100 via belt 500. The rotating shaft of the compressor 400 is provided with an electromagnetic clutch (not shown). When the electromagnetic clutch is engaged, the compressor 400 rotates the pulley 700 as the output shaft of the engine 100 rotates. Works. When the electromagnetic clutch is in the disconnected state, the compressor 400 does not operate even when the pulley 700 rotates with the rotation of the output shaft of the engine 100.

  The electromagnetic clutch is switched to one of an electromagnetic clutch engagement state (operating state of the compressor 400) and a cutoff state (non-operating state of the compressor 400) in accordance with a control signal of the engine ECU 1010.

  The compressor 400 compresses the internal refrigerant as it operates and sends it to the air conditioner 800. The air conditioner 800 adjusts the temperature of the air in the passenger compartment using the refrigerant sent from the compressor 400.

  Here, when the air conditioner 800 is operated, the electromagnetic clutch is engaged so that the compressor 400 is operated. At this time, since the load on engine 100 increases, HV_ECU 1020 controls engine 100 via engine ECU 1010 so as to increase the output by an increase in the load on engine 100. That is, HV_ECU 1020 controls engine 100 via engine ECU 1010 so that the rotational speed of engine 100 becomes the rotational speed corresponding to the increased amount in order to increase the output by the increased load of engine 100.

  When the air conditioner 800 is off, the HV_ECU 1020 controls the engine 100 via the engine ECU 1010 along the operation line (thin line) when the air conditioner 800 is off as shown in FIG. When the air conditioner 800 is turned on, the HV_ECU 1020 controls the engine 100 via the engine ECU 1010 so that the operation line of the engine 100 is shifted to the operation line (thick line) when the air conditioner 800 is turned on. To do.

  Specifically, for example, in the case where the detected engine speed is a point B that is Ne (3), when the air conditioner 800 is turned on, that is, when the compressor 400 is activated, the HV_ECU 1020 passes through the engine ECU 1010. Then, engine 100 is controlled so as to increase the output by the required power ΔPe of air conditioner 800. The required power ΔPe may be a different value depending on the state of the engine 100, or may be a predetermined value, and is not particularly limited.

  In other words, the HV_ECU 1020 determines that the engine speed is Ne (4) corresponding to the intersection B ′ between the equal power line when the output is increased by the required power ΔPe and the operation line when the air conditioner 800 is on. A control signal is transmitted to the ECU 1010.

  However, when the accelerator opening is small, if the engine speed of the engine 100 is rapidly increased so as to be a predetermined engine speed, a sense of abnormal noise associated therewith becomes obvious. Therefore, in the drive control device according to the present embodiment, when the air conditioner 800 is turned on, the engine 100 is rotated in the low accelerator opening range using the map of FIG. 7B described in the second embodiment. It is characterized by setting the rate of change of the number to be reduced. Note that the map of FIG. 7B is similar to the map described in the second embodiment, and thus detailed description thereof will not be repeated.

  With reference to FIG. 13, a control structure of a program executed by HV_ECU 1020 which is the drive control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 13, the same steps as those in the flowchart shown in FIG. 3 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S3000, HV_ECU 1020 determines whether or not air conditioner 800 is on. If it is determined that air conditioner 800 is on (YES in S3000), the process proceeds to S3100. If not (NO in S3000), the process returns to S3000 and waits until the air conditioner 800 is turned on.

  In S3100, from the map shown in FIG. 12, HV_ECU 1020 determines the engine speed corresponding to the intersection of the equal power line when the output is increased by the required power ΔPe and the operation line when air conditioner 800 is on. Set as the target rotation speed.

  An operation of HV_ECU 1020 that is the drive control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  If air conditioner 800 is turned on by the driver while the vehicle is traveling (YES in S3000), target rotational speed of engine 100 is set based on the map shown in FIG. 12 (S3100). At this time, the vehicle speed is detected by the wheel speed sensor 2200 (S1100), and the accelerator opening is detected by the accelerator opening sensor 2100 (S1200). Based on the detected vehicle speed, the detected accelerator opening, and a map stored in advance as shown in FIG. 7B, a rate of change in the rotational speed of the engine 100 is set (S1300). A control signal is transmitted to the electronic throttle via the ECU 1010 (S1400). At this time, based on the set rate of change, the rotational speed of engine 100 increases so as to reach the set target rotational speed. Here, when the detected accelerator opening is small, the change rate of the engine speed of engine 100 is set smaller than the change rate of the engine speed when the accelerator opening is large. Therefore, the rotation speed of engine 100 increases gently.

  As described above, according to the drive control device according to the present embodiment, when the compressor of the air conditioner mechanically connected to the engine is operated, the engine speed is set to a predetermined speed. Is controlled. At this time, the rate of change of the engine speed when the accelerator opening is equal to or less than a predetermined opening is set to be smaller than the rate of change of the engine speed when the accelerator opening is equal to or greater than the predetermined opening. Set to. If the rate of change of the engine speed is limited when the opening is equal to or less than the predetermined opening as described above, the engine speed is reduced when the air-conditioner is operated and the accelerator opening is low. Can be prevented from rising promptly. Therefore, it is possible to reduce the sense of abnormal noise felt by the driver.

  In the present embodiment, it has been described that the rate of change of the engine speed is limited when the compressor of the air conditioner is operated. Is not to be done. For example, the auxiliary machine may be an alternator or a generator.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a drive control device according to a first embodiment. It is a figure which shows the relationship between the accelerator opening degree in 1st Embodiment, a vehicle speed, and the change rate of the rotation speed of an engine. It is a flowchart which shows the control structure of the program performed by ECU which is the drive control apparatus which concerns on 1st Embodiment. It is a figure which shows the relationship between the torque of an engine, and rotation speed. It is a time chart which shows the change of the rotation speed of an engine. It is a figure which shows the relationship between the torque of an engine, and rotation speed in the case of reducing a booming noise. It is a figure which shows the relationship between the accelerator opening degree in 2nd Embodiment, a vehicle speed, and the change rate of the rotation speed of an engine. It is a control block diagram of a vehicle including a drive control device according to a third embodiment. It is a figure which shows the operation line of the engine at the time of the action | operation of a heater unit, and a non-operation. It is a flowchart which shows the control structure of the program performed with ECU which is the drive control apparatus which concerns on 3rd Embodiment. It is a control block diagram of a vehicle including a drive control device according to a fourth embodiment. It is a figure which shows the operation line of the engine at the time of the action | operation of an air conditioner, and a non-operation. It is a flowchart which shows the control structure of the program performed with ECU which is the drive control apparatus which concerns on 4th Embodiment.

Explanation of symbols

  100 engine, 300 transaxle, 400 heater unit, 500 compressor, 500 belt, 600, 700 pulley, 800 air conditioner, 1000 ECU, 1010 engine ECU, 1020 HV_ECU, 2100 accelerator opening sensor, 2200 wheel speed sensor, 2300 water temperature Sensor, 2400 Outside air temperature sensor.

Claims (12)

A drive control device for an engine mounted on a vehicle,
Opening detection means for detecting the accelerator opening;
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
Control means for controlling the rotational speed of the engine,
The control means includes
A drive control device comprising setting means for setting a rate of change of the engine speed based on the detected accelerator opening and the detected vehicle speed. The accelerator opening, the vehicle speed, and the rate of change have a correspondence relationship associated with each other,
The drive control device according to claim 1, wherein the setting means includes means for setting the rate of change based on the correspondence, the detected accelerator opening, and the detected vehicle speed.   The setting means sets the rate of change according to the detected vehicle speed even if the detected change amount of the accelerator opening is within a predetermined range in which the accelerator opening is substantially constant. The drive control device according to claim 1, comprising means for setting.   The drive control apparatus according to any one of claims 1 to 3, wherein the correspondence relationship has a relationship in which the rate of change decreases as the vehicle speed increases. The control means further includes means for storing the correspondence as a map,
The drive according to any one of claims 1 to 4, wherein the setting means includes means for setting the rate of change based on the map, the detected accelerator opening, and the detected vehicle speed. Control device.   The setting means has a rate of change of the engine speed when the accelerator opening is equal to or smaller than a predetermined degree of opening, than a rate of change of the engine speed when the accelerator opening is equal to or larger than the predetermined degree of opening. The drive control device according to any one of claims 1 to 5, further comprising means for setting to be small. The vehicle is equipped with an auxiliary machine that uses the cooling water of the engine as a heat source,
The control means further includes means for controlling the rotational speed of the engine so that when the auxiliary machine is operated, a predetermined rotational speed required for the operation is obtained. The drive control apparatus described.   The drive control device according to claim 7, wherein the auxiliary machine is a heater of an air conditioner that adjusts an interior temperature of the vehicle. An auxiliary machine mechanically connected to the engine is mounted,
The control means further includes means for controlling the rotational speed of the engine so that when the auxiliary machine is operated, a predetermined rotational speed required for the operation is obtained. The drive control apparatus described.   The drive control device according to claim 9, wherein the auxiliary machine is a compressor of an air conditioner that adjusts an interior temperature of the vehicle.   The drive control device according to claim 1, wherein the vehicle is a hybrid vehicle having an electric motor that generates a driving force. The hybrid vehicle
A generator for generating electricity based on the power of the engine;
A power split mechanism that transmits power of at least one of the engine and the electric motor to a wheel shaft of the vehicle;
The drive control device according to claim 11, wherein the power split mechanism divides and outputs the input engine power or power of the electric motor into drive power to the wheel shaft or power to the generator.

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