JP2010006309A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control technique for vehicle, capable of preventing, when a vehicle performs acceleration and coasting, an internal combustion engine from operating in an operating state with high fuel consumption rate during acceleration running. <P>SOLUTION: An HVECU 100 makes a vehicle 1 perform an acceleration and coasting in which the vehicle 1 runs by repeatedly performing an acceleration running in the vehicle 1 runs with acceleration by being driven by a driving power transmitted to a drive wheel 94 of an engine output with an internal combustion engine 10 being in operating condition and a coasting in which the vehicle 1 coasts by inertial force with the internal combustion engine 10 being in a non-operating state. In at least one of just after setting the internal combustion engine 10 to the operating state and just before setting the internal combustion engine 10 to the non-operating state during the acceleration running, the HVECU 100 reduces the driving power, compared with in the middle of the acceleration running, and increases the charging power, compared with in the middle of the acceleration running. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control technology including an internal combustion engine and a generator capable of converting engine output output from the internal combustion engine into charging power, and capable of switching between operating / non-operating states of the internal combustion engine while the vehicle is running. .

  2. Description of the Related Art In recent years, in vehicles equipped with an internal combustion engine as a prime mover such as an automobile, the prime mover outputs the traveling speed of the vehicle (hereinafter simply referred to as “vehicle speed”) such as cruise control according to a preset target value of the vehicle speed. There is known a control technique for automatically adjusting mechanical power and the like (see, for example, Patent Documents 1 and 2).

  Patent Document 1 below includes an internal combustion engine and a motor generator as a prime mover, and is driven by mechanical power from the prime mover in a vehicle that can be switched between an operation state and a non-operation state of the internal combustion engine while the vehicle is running. Accelerated running that generates force and so-called coast down (hereinafter referred to as “inertia running”), which runs by inertia of the vehicle without outputting mechanical power to the prime mover, are performed alternately A traveling control technique is disclosed.

  In the travel control technology of Patent Document 1, when the vehicle travel that prioritizes the suppression of fuel consumption is selected by the driver, the internal combustion engine is put into an operating state, and the drive transmitted to the drive wheels out of the engine output. A vehicle that alternately performs acceleration traveling in which the vehicle is driven by power to accelerate and coasting in which the internal combustion engine is deactivated and the vehicle travels inertially by inertial force within a preset vehicle speed range. It has been proposed to suppress fuel consumption by causing a vehicle to travel (hereinafter referred to as accelerated inertia traveling).

JP 2007-187090 A JP 2007-291919 A

  By the way, an internal combustion engine as a prime mover and at least a part of mechanical power output from the internal combustion engine (hereinafter referred to as engine output) are used as electric power (hereinafter referred to as charging power) charged in the secondary battery. In a vehicle having a convertible generator and capable of switching between operation / non-operation state of the internal combustion engine during vehicle travel, when performing the above-described accelerated inertia travel, the vehicle is in inertia travel with the internal combustion engine in a non-operation state In the engine, the engine output is zero and regenerative braking is not performed, so that it is impossible to generate charging power by the generator.

  For this reason, when carrying out accelerated inertia traveling, it is necessary to generate all of the charging power required during accelerated inertia traveling by operating the generator only during the accelerated traveling. For this reason, when carrying out accelerated inertial running, the internal combustion engine has a mechanical power required for driving the vehicle (hereinafter referred to as drive power) during the accelerated running, and the secondary battery is generated by the generator. It is necessary to output mechanical power equal to or greater than the value of the charged electric power as engine output.

  In addition, when performing acceleration inertial traveling, immediately after shifting to acceleration traveling or immediately before shifting to inertial traveling, the time change rate of vehicle speed, that is, vehicle acceleration, should be changed smoothly so that the driver does not feel uncomfortable. Is required. For this reason, the driving power during the acceleration travel is the acceleration travel immediately after the transition to the acceleration travel, that is, immediately after the internal combustion engine is put into the operating state, or immediately before the transition to the inertia travel, that is, immediately before the internal combustion engine is brought into the non-operation state. It is necessary to set lower than the middle.

  When the driving power during acceleration traveling is set in this way, the charging power is set to a constant value and the engine output is set based on the driving power and the charging power. Immediately after starting or immediately before the internal combustion engine is deactivated, the engine output is significantly lower than that during acceleration running, and the operation state (operating point) of the internal combustion engine is determined based on the engine output. Therefore, there is a possibility that the fuel consumption rate in the internal combustion engine becomes high (thermal efficiency becomes low).

  The present invention has been made in view of the above, and is a vehicle control capable of suppressing the operation of an internal combustion engine in an operating state with a high fuel consumption rate during acceleration traveling when the vehicle performs acceleration inertia traveling. The purpose is to provide technology.

  In order to achieve the above object, the vehicle includes an internal combustion engine, and a generator capable of converting at least a part of the engine output output from the internal combustion engine into charging power charged in a secondary battery, while the vehicle is running Acceleration in which the internal combustion engine can be switched between operating and non-operating states, and the internal combustion engine is in an operating state, and the vehicle is driven by the driving power transmitted to the driving wheels out of the engine output to accelerate and travel. A vehicle control device that causes a vehicle to perform acceleration inertial traveling in which traveling and inertial traveling in which an internal combustion engine is deactivated and an inertial force causes the vehicle to travel inertially within a set vehicle speed range. In the acceleration traveling, at least one of immediately after the internal combustion engine is put into an operating state and immediately before the internal combustion engine is put into a non-operating state, the driving power is made smaller than that during the acceleration running. Together, characterized in that it larger than the middle of the acceleration running charging power.

  In the above vehicle control device, the engine output may be set to a substantially constant value during the acceleration traveling.

  In the above vehicle control device, a power consumption amount estimating means for estimating a power consumption amount that is a power amount consumed in the vehicle in one cycle in which each of the acceleration travel and the inertial travel is performed once, and the acceleration travel Driving energy estimation means for estimating driving energy, which is mechanical energy used for driving the vehicle, and acceleration based on the power consumption, the driving energy, and the operating time of the internal combustion engine during acceleration traveling Engine output setting means for setting engine output during traveling, driving power setting means for setting time change of driving power during acceleration traveling, and charging power setting means for setting charging power based on the engine output and driving power It can have.

  According to the present invention, the driving power used for driving the vehicle out of the engine output is immediately after the internal combustion engine is put into operation, that is, immediately after acceleration running is started, and immediately before the internal combustion engine is put into non-operation state, that is, acceleration running. Before at least one of the steps, the engine output of the internal combustion engine is made as high as possible over the entire operation time of the internal combustion engine during acceleration traveling, and the internal combustion engine operates in an operating state with a high fuel consumption rate. Can be suppressed.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to this embodiment (hereinafter referred to as an embodiment). In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  First, a schematic configuration of a vehicle to which the vehicle control device according to the present embodiment is applied will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle. FIG. 2 is a diagram showing a fuel consumption rate and an engine output with respect to the engine rotation speed and the engine torque of the internal combustion engine.

  As shown in FIG. 1, the vehicle 1 is driven by a drive wheel 94 to be driven for rotation, and as a prime mover, an internal combustion engine 10 and a motor generator that can generate electric power (hereinafter simply referred to as “motor”). This is a so-called “hybrid vehicle” provided with MG1 and MG2. The motors MG1 and MG2 constitute a drive device 20 (so-called hybrid transaxle) together with a power split and integration mechanism 30, a reduction mechanism 70, and a differential mechanism 80, which will be described later. The drive device 20 is combined with the internal combustion engine 10 to form a power output device (power plant), and is mounted on the vehicle 1.

  The vehicle 1 is provided with a vehicle electronic control device (hereinafter referred to as HVECU) 100 as a control means for controlling the internal combustion engine 10 and the motors MG1, MG2 in a coordinated manner. The HVECU 100 is provided with a ROM (not shown) as storage means for storing various control constants. Controlled by the HVECU 100, the vehicle 1 is configured such that the internal combustion engine 10 and the motors MG1, MG2 can be used together or selectively used as a prime mover.

  The internal combustion engine 10 is a heat engine that converts fuel energy into mechanical work by burning the fuel and outputs the mechanical work, and is a piston reciprocating engine. The internal combustion engine 10 includes a fuel injection device, a throttle valve device, and various sensors (not shown), and these devices are controlled by the HVECU 100. A planetary carrier 34 of a power split and integration mechanism 30 described later is coupled to the output shaft 12 (hereinafter referred to as the engine output shaft) of the internal combustion engine 10. The internal combustion engine 10 outputs mechanical power from the engine output shaft 12 toward the drive wheels 94. Mechanical power (hereinafter referred to as engine output) output from the engine output shaft 12 by the internal combustion engine 10 can be controlled by the HVECU 100. The internal combustion engine 10 is provided with a crank angle sensor (not shown) that detects a rotational angle position (hereinafter referred to as a crank angle) of the engine output shaft 12, and sends a signal related to the crank angle to the HVECU 100. Yes.

  The drive device 20 is provided with motors MG1 and MG2 as prime movers. The motors MG1 and MG2 are so-called motor generators having both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. The motor MG1 is mainly used as a generator, while the motor MG2 is mainly used as an electric motor. Details of the function of the motor MG1 as a generator will be described later.

  Motors MG1 and MG2 are composed of permanent magnet AC synchronous motors or the like, and are attracted to the rotating magnetic field by stators 53 and 54 that receive rotating AC power from inverters 61 and 62, which will be described later, to form a rotating magnetic field. It has rotors 51 and 52 that rotate. The rotors 51 and 52 are coupled to a power split and integration mechanism 30 described later. The motors MG1 and MG2 are provided with resolvers (not shown) that detect the rotational angle positions of the rotors 51 and 52, respectively, and send signals relating to the rotational angle positions of the rotors 51 and 52 to a motor ECU 66 described later. is doing.

  In the following description, outputting the mechanical power from the rotor (51, 52) by causing the motor (MG1, MG2) to function as an electric motor is referred to as “powering”. In contrast, the mechanical power transmitted from the drive wheels 94 to the rotors (51, 52) of the motors (MG1, MG2) is converted into electric power and recovered by causing the motors (MG1, MG2) to function as a generator. In addition, braking the rotation of the rotor (51, 52) and the member (for example, the drive wheel 94) engaged with the rotor (51, 52) by the rotational resistance generated in the rotor (51, 52) at this time is referred to as “regenerative braking”. .

  Further, the drive device 20 is provided with inverters 61 and 62 as power supply devices for supplying power to the motors MG1 and MG2, respectively. Inverters 61 and 62 are provided corresponding to motors MG1 and MG2, and are connected to stators 53 and 54, respectively. Inverters 61 and 62 are configured to convert DC power supplied from secondary battery 108 into AC power and supply the AC power to corresponding motors MG1 and MG2, respectively. Further, AC power from the motors MG1 and MG2 is converted into DC power and can be collected in a secondary battery 108 described later. Power supply and power recovery of the inverters 61 and 62 are controlled by a motor ECU 66 described later.

  In addition, the drive device 20 is provided with an electronic control device 66 (hereinafter referred to as a motor ECU) for controlling the motors MG1 and MG2. The motor ECU 66 receives the signals related to the required torque and the required rotational speed from the HVECU 100 and controls the inverters 61 and 62, whereby the rotational speeds of the rotors 51 and 52 (hereinafter referred to as the motor rotational speed) for each of the motors MG1 and MG2. And mechanical power output from the rotors 51 and 52 (hereinafter referred to as motor output) can be adjusted.

  The drive device 20 includes a power split and integration mechanism that divides the mechanical power output from the internal combustion engine 10 as a power transmission mechanism that transmits the mechanical power output from the internal combustion engine 10 and the motors MG1 and MG2 to the drive shaft 90. 30, a speed reduction mechanism 70 that decelerates the rotation transmitted from the power split and integration mechanism 30 and increases torque, and a differential mechanism that distributes and outputs the mechanical power transmitted from the speed reduction mechanism 70 to the left and right drive shafts 90 80 is provided.

  The power split and integration mechanism 30 includes two single pinion planetary gears 30a and 30c. Specifically, power split planetary gear 30a that can split mechanical power output from internal combustion engine 10 into mechanical power that drives motor MG1 and mechanical power that drives reduction mechanism 70, and a machine that outputs motor MG2 A reduction planetary gear 30c capable of transmitting the target power to the reduction mechanism 70 by reducing the rotational speed and increasing the torque. In the power split and integration mechanism 30, the power split planetary gear 30a and the reduction planetary gear 30c are concentrically arranged, and the ring gear 36a of the power split planetary gear 30a and the ring gear 36c of the reduction planetary gear 30c are integrally coupled. . A counter drive gear 44 that meshes with the counter driven gear 74 of the speed reduction mechanism 70 is provided on the outer peripheral side of the ring gears 36a and 36c.

  In power split planetary gear 30a, planetary carrier 34 is coupled to engine output shaft 12 of internal combustion engine 10, and sun gear 32 is coupled to rotor 51 of motor MG1. The power split planetary gear 30a is a mechanical power for transmitting the engine output output from the engine output shaft 12 by the internal combustion engine 10 from the planetary pinion 33 supported by the planetary carrier 34 to the sun gear 32, and a machine for transmitting the engine power to the ring gear 36a. Divided into dynamic power. The mechanical power transmitted from the internal combustion engine 10 to the sun gear 32 is transmitted to the rotor 51 of the motor MG1, where it is used for power generation.

  On the other hand, in the reduction planetary gear 30c, the planetary carrier 41 is fixed to the housing of the drive device 20, and the sun gear 38 is coupled to the rotor 52 of the motor MG2. The reduction planetary gear 30c transmits the mechanical power output from the rotor 52 by the motor MG2 to the ring gear 36c via the planetary pinion 43 supported by the planetary carrier 41, reducing the rotational speed and increasing the torque. The power split and integration mechanism 30 integrates the mechanical power transmitted from the motor MG2 to the ring gear 36c and the mechanical power transmitted from the internal combustion engine 10 to the ring gear 36a, and the counter drive gear 44 to the speed reduction mechanism 70. introduce.

  The speed reduction mechanism 70 includes a counter driven gear 74 that meshes with the counter drive gear 44 and a final drive gear 78 that is coupled to the counter driven gear 74 and meshes with the ring gear 82 of the differential mechanism 80. The mechanical power from the ring gear (36a, 36c) of the mechanism 30 is received by the counter driven gear 74, the rotational speed is reduced and the torque is increased, and the torque is transmitted from the final drive gear 78 to the differential mechanism 80. The differential mechanism 80 receives the mechanical power from the speed reduction mechanism 70 by the ring gear 82 and distributes it to the left and right drive shafts 90 respectively coupled to the left and right drive wheels 94. In this way, the vehicle 1 uses the internal combustion engine 10 and the motors MG1 and MG2 as a prime mover in combination or selectively, and integrates the engine output from the internal combustion engine 10 and the motor output from the motor MG2 to drive wheels 94. , The driving force [N] for driving the vehicle 1 can be generated on the ground contact surface of the driving wheel 94. In the following description, the mechanical power transmitted from the prime mover to the drive wheel 94 is referred to as “drive power”. A wheel speed sensor (not shown) for detecting the rotation speed of the drive wheel 94 is provided in the vicinity of the drive wheel 94, and a signal related to the detected rotation speed of the drive wheel 94 is sent to the HVECU 100.

  The vehicle 1 stores electric power to be supplied to the motors MG1 and MG2, and a secondary battery (storage battery) 108 that can be charged and discharged, and a voltage supplied to the inverters 61 and 62 by boosting the voltage of the secondary battery 108. There is provided a boost converter 106 capable of converting to Secondary battery 108 is electrically connected to inverters 61 and 62 provided corresponding to motors MG1 and MG2 through boost converter 106. Secondary battery 108 charges and discharges with motors MG1 and MG2 via inverters 61 and 62, respectively.

  In addition, the vehicle 1 is provided with a battery monitoring electronic control device 104 (hereinafter referred to as a battery ECU) that monitors the secondary battery 108. The battery ECU 104 monitors the temperature, voltage, charge / discharge current value, and the like of the secondary battery 108. From these pieces of information, the battery ECU 104 calculates the state of charge (SOC) of the secondary battery 108 and the charge / discharge power. The battery ECU 104 sends to the HVECU 100 signals relating to the storage state of the secondary battery 108 and the charge / discharge power of the secondary battery 108.

  Further, the vehicle 1 is provided with an accelerator pedal position sensor 112 that detects an operation amount of the accelerator pedal 110 by the driver, and a signal related to the detected operation amount of the accelerator pedal 110 (hereinafter referred to as an accelerator operation amount). Is sent to the HVECU 100.

  In addition, a switch (hereinafter referred to as an eco-friendly switch) that instructs the HVECU 100 to perform fuel consumption travel is selected for the vehicle 1 so that the driver can select vehicle travel that prioritizes suppression of fuel consumption by the internal combustion engine 10 (hereinafter referred to as fuel efficiency travel). 120 (denoted as an operation switch). The eco-driving switch 120 is provided in a place that can be operated by the driver, such as an instrument panel in the vehicle interior, and can be switched between an ON state and an OFF state by the driver's operation. It is configured. The on-state and off-state of the eco-operation switch 120 are detected by the HVECU 100.

  The HVECU 100 receives a signal related to the rotational angle position and rotational speed of the engine output shaft 12 from the crank angle sensor, a signal related to the rotational speed of the drive wheel 94 from the wheel speed sensor, and resolvers provided for the motors MG1 and MG2, respectively. And a signal related to the motor rotation speed. Further, the HVECU 100 detects a signal related to the accelerator operation amount from the accelerator pedal position sensor 112 and a signal related to the on / off state of the eco-drive switch 120. Further, the HVECU 100 detects a signal related to the storage state of the secondary battery 108 from the battery ECU 104 and a signal related to acceleration in the front-rear, vertical and horizontal directions of the vehicle 1 from the acceleration sensor 122.

  Based on these signals, the HVECU 100 describes the rotational speed of the engine output shaft 12 of the internal combustion engine 10 (hereinafter referred to as engine rotational speed) and the torque output from the engine output shaft 12 by the internal combustion engine 10 (hereinafter referred to as engine torque). The engine output output from the internal combustion engine 10 is calculated as a control variable from the engine speed and the engine torque. Further, the HVECU 100 estimates the vehicle speed as a control variable based on the rotational speed of the drive wheel 94. In addition, the HVECU 100 estimates the charge / discharge power of the secondary battery 108 and the accelerator operation amount by the driver as control variables. Further, the HVECU 100 estimates a traveling road surface gradient of the vehicle 1 (hereinafter referred to as a road surface gradient) as a control variable based on the longitudinal and vertical accelerations of the vehicle 1. Based on these control variables, the HVECU 100 cooperatively controls the operating state (operating point) of the internal combustion engine 10, that is, the engine rotational speed and the engine torque, and the motor rotational speed and the motor torque for each of the motors MG1 and MG2. It is possible. That is, the HVECU 100 can control the engine output of the internal combustion engine 10 and the motor outputs of the motors MG1 and MG2.

  In the vehicle 1 configured as described above, the HVECU 100 operates the internal combustion engine 10 so that the engine output output from the engine output shaft 12 is supported by the planetary carrier 34 of the power split planetary gear 30a. And a part of the engine output can be transmitted to the rotor 51 of the motor MG1 via the sun gear 32. At this time, the motor MG1 can convert mechanical power transmitted to the rotor 51 out of the engine output into electric power by functioning as a generator. The electric power is charged into the secondary battery 108 via the inverter 61 and the boost converter 106. The power charged in the secondary battery 108 by the motor MG1 in this way is referred to as “charging power” in the following description. That is, the motor MG1 can convert at least a part of the engine output output from the internal combustion engine 10 into charging power charged in the secondary battery 108.

  Further, the HVECU 100 can start or stop the operation of the internal combustion engine 10 while the vehicle is traveling, and can switch between an operation state and a non-operation state of the internal combustion engine 10. The “non-operating state” means a state where the engine output is zero and the engine rotational speed is zero, that is, the engine output shaft 12 is stationary and no engine brake torque is generated in the internal combustion engine 10. is doing. On the other hand, the “operating state” means a state in which the internal combustion engine 10 outputs mechanical power (engine output) from the engine output shaft 12.

  For example, when the internal combustion engine 10 is deactivated during traveling at a constant vehicle speed, the HVECU 100 increases the motor output while maintaining the motor rotation speed of the motor MG2, and the engine output of the internal combustion engine 10 correspondingly. Is set to zero, and the rotor 51 of the motor MG1 is idled in the direction opposite to that of the ring gears (36a, 36c), so that the engine rotational speed is zero. In this way, the operation of the internal combustion engine 10 can be stopped and put into a non-operating state.

  When the internal combustion engine 10 is in an operating state while the vehicle is traveling at a constant vehicle speed, the HVECU 100 reduces the motor output while keeping the motor rotation speed of the motor MG2 unchanged, and the rotor 51 of the motor MG1 is moved to the ring gear ( The internal combustion engine 10 is cranked by increasing the engine rotational speed by powering in the same rotational direction as 36a, 36c). Thereby, the internal combustion engine 10 can be started and put into an operating state.

  The vehicle 1 configured as described above uses the internal combustion engine 10 and the motor MG2 together or selectively as a prime mover while the vehicle is running, and mechanical power from the prime mover is used as a power transmission mechanism (30, 70, 80) to the drive shaft 90, the vehicle 1 can be driven. Further, when the vehicle 1 decelerates, the vehicle 1 performs so-called regenerative braking, in which mechanical power transmitted from the drive wheels 94 to the drive device 20 is converted into electric power by the motor MG2 and recovered in the secondary battery 108. It is possible.

  In addition, the vehicle 1 causes the internal combustion engine 10 and the motors MG1 and MG2 to move to the non-operating state by causing the HVECU 100 to idle the rotors 51 and 52 of the motors MG1 and MG2 and to stop the operation of the internal combustion engine 10. It is possible to perform so-called coasting (coast-down) that travels with inertia by inertia without outputting the target power.

  In such a vehicle 1, as shown in FIG. 2, the internal combustion engine 10 as a prime mover has a fuel consumption rate determined according to its operating state, that is, the engine rotational speed and the engine torque. The operating state (engine rotational speed and engine torque) at which the fuel consumption rate [g / kWh] is equal is indicated by a solid line in the figure and is referred to as an “equal fuel consumption rate curve”. In general, the internal combustion engine 10 tends to have a low fuel consumption rate (higher thermal efficiency) in an operating state where the engine speed is medium and the engine torque is medium to high.

  In addition, in the internal combustion engine 10, the engine torque at which the fuel consumption rate is lowest is determined according to the engine speed. A line connecting the engine torque at which the fuel consumption rate becomes the lowest according to the engine speed is shown by a one-dot chain line in FIG. In order to suppress fuel consumption in the internal combustion engine 10, the HVECU 100 controls the internal combustion engine 10 so that the operating state (operating point) of the internal combustion engine 10, that is, the engine rotation speed and the engine torque are as much as possible on the optimum fuel consumption line. In the figure, a line connecting operating states in which the engine output obtained by multiplying the engine torque by the engine rotation speed is connected is shown by a broken line in FIG. 2 and is referred to as an “equal engine output line”.

  However, when the HVECU 100 operates the internal combustion engine 10 such that the operating state (operating point) is on the optimum fuel consumption line, the internal combustion engine 10 is required as in the operating state indicated by “constant speed” in the figure, for example. When the engine output Pe1 is relatively low, the fuel consumption rate is higher than when the engine output Pe2 required for the internal combustion engine 10 is relatively high, as in the operation state indicated by “acceleration only” in the figure ( The thermal efficiency tends to be low). In addition, the fuel consumption rate is further reduced by further increasing the engine output Pe2 as compared to the “acceleration only” engine output Pe3 as in the operation state indicated by “acceleration + charge” in the figure. It is possible.

  The vehicle 1 configured in this manner performs “accelerated inertial traveling” within a preset vehicle speed range, and thus performs “constant speed traveling” that travels at a constant vehicle speed within the vehicle speed range R. The fuel consumption in the internal combustion engine 10 can be suppressed, and details will be described below with reference to FIGS. 1, 2, and 3. FIG. 3 is a diagram illustrating an example of accelerated inertia traveling performed by the vehicle.

  When the HVECU 100 detects the ON state of the eco-drive switch 120, the HVECU 100 determines that the driver is demanded to travel that prioritizes reduction of fuel consumption, and permits the acceleration inertial traveling. The HVECU 100 is a vehicle speed range in which acceleration inertial traveling is performed based on the vehicle speed at which the accelerator operation amount becomes zero after the driver performs an operation of releasing the foot that has been stepped on from the accelerator pedal 110 (denoted as an accelerator off operation). An upper limit value VH of R (hereinafter referred to as an upper limit vehicle speed) and a lower limit value VL (hereinafter referred to as a lower limit vehicle speed) are set.

  For example, the vehicle speed at the time when the accelerator operation amount becomes zero is set to the upper limit vehicle speed VH. The HVECU 100 sets a value obtained by subtracting a preset set vehicle speed from the upper limit vehicle speed VL as the lower limit vehicle speed VL. This set vehicle speed is set based on the gradient of the road surface on which the vehicle 1 is traveling and the vehicle speed (upper limit vehicle speed VH) at which the accelerator operation amount becomes zero. If the road surface has a steep downward slope and the vehicle 1 does not decelerate even after coasting, acceleration coasting is prohibited.

  As described above, when the eco-drive switch 120 is in the ON state, the HVECU 100 determines the upper limit vehicle speed VH and the lower limit vehicle speed VL, that is, the vehicle speed range R based on the vehicle speed at the time when the accelerator operation amount becomes zero. Has a function (vehicle speed range setting means). The relationship between the vehicle speed and the road surface gradient at the time when the accelerator operation amount becomes zero and the vehicle speed range R set in accordance therewith has been obtained in advance by a conformance experiment or the like, and is stored in the ROM of the HVECU 100 as a control constant. ing.

  At the upper limit vehicle speed VH, the HVECU 100 stops the operation of the internal combustion engine 10 and puts it into a non-operating state, and performs inertial traveling in which the vehicle 1 travels inertially by inertial force within the vehicle speed range R set as described above. Make it. The vehicle 1 decelerates to the lower limit vehicle speed VL, as indicated by point b → point a in FIG. Thus, while the vehicle 1 is coasting and decelerating, the internal combustion engine 10 is in an inoperative state, so that fuel consumption is zero.

  Then, the HVECU 100 starts the internal combustion engine 10 at the lower limit vehicle speed VL, puts the engine into an operating state, transmits at least a part of the engine output from the internal combustion engine 10 to the drive wheels 94, and drives the vehicle 1 as shown in FIG. As shown in point a → b, the vehicle is accelerated to travel from the lower limit vehicle speed VL to the upper limit vehicle speed VH. In this way, while the internal combustion engine 10 is in the operating state and the acceleration travel is performed, the output required for the prime mover (the internal combustion engine 10 and the motors MG1, MG2) is a constant speed travel at the vehicle speed Vm in the vehicle speed range R. It is expensive compared to the case where it is performed.

  In this way, when the internal combustion engine 10 is in an operating state and the vehicle 1 is accelerated in the vehicle speed range R, it is assumed that there is no power supply (carrying out) from the secondary battery 108 to the motors MG1 and MG2. The required output is the engine output generated by the internal combustion engine 10 as it is. As shown in FIG. 2, the engine output Pe2 is larger than the engine output Pe1 when the vehicle travels at a constant speed Vm.

  In the case where the acceleration traveling is performed with the internal combustion engine 10 in an operating state within the vehicle speed range R, if the vehicle speed range R is set to a relatively medium / low speed, the engine rotation speed is also set to a relatively low rotation speed accordingly. In such a case, as shown in FIG. 2, the fuel consumption rate is lower in the case of generating the engine output Pe2 by performing the accelerated traveling than in the case of generating the engine output Pe1 by performing the constant speed traveling. That is, the thermal efficiency of the internal combustion engine 10 is increased.

  Therefore, in the preset vehicle speed range R, the internal combustion engine 10 is in an operating state, and the vehicle 1 is driven by the driving power transmitted to the drive wheels 94 to accelerate and travel while accelerating (engine output Pe2). The internal combustion engine 10 is deactivated, and the vehicle 1 is allowed to perform “accelerated inertial traveling” that repeatedly performs inertial traveling (engine output zero) in which the vehicle travels inertially by inertial force. The fuel consumption in the internal combustion engine 10 can be suppressed as compared to the case where the vehicle 1 travels continuously at a constant vehicle speed Vm within the vehicle speed range R and the vehicle 1 travels at a constant speed (engine output Pe1). it can.

  Next, charge control executed by the vehicle control device (HVECU) according to the present embodiment will be described with reference to FIGS. FIG. 4 is a timing chart showing the acceleration inertial traveling control executed by the vehicle control apparatus (HVECU) according to the present embodiment and the operation of the vehicle performing the acceleration inertial traveling.

  The HVECU 100 stops the operation of the internal combustion engine 10 at time T1 in FIG. The engine output is zero, and the motors MG1, MG2 cause the rotors 51, 52 to idle, so that no driving power is transmitted to the drive wheels 94, and the vehicle 1 starts inertial running. At this time, regenerative braking or the like by the motor MG2 is not performed. From time T1 to time T2, the vehicle 1 receives only the running resistance and decelerates.

  Then, from time T2 to time T3, HVECU 100 powers motor MG2 so that the rate of time change in vehicle speed, that is, vehicle acceleration, decreases. Due to the power running of the motor MG2, the discharge power from the secondary battery 108 increases.

  At time T3, the HVECU 100 starts the internal combustion engine 10 and switches from the non-operating state to the operating state. The HVECU 100 transmits a part of the engine output output from the internal combustion engine 10 to the drive wheels 94 as drive power, drives the vehicle 1, and transmits the remainder of the engine output to the motor MG1 as a generator. Then, the electric power is converted into charging power by the motor MG 1 and the secondary battery 108 is charged via the inverter 61. In this way, at the time T3, the HVECU 100 drives the vehicle 1 with the driving power transmitted to the drive wheels 94 out of the engine output while the internal combustion engine 10 is in an operating state, so that the vehicle 1 travels while accelerating. The acceleration running (time T3 to T6) to be started is started.

  During acceleration travel from time points T3 to T6, the HVECU 100 sets the engine output, which is mechanical power output from the internal combustion engine 10, to a substantially constant value Pe3. Of the engine output Pe3, the driving power that is transmitted to the driving wheel 94 and drives the vehicle 1 is shown as a two-dot chain line Pd in FIG. The engine output other than the driving power Pd is used for power generation by the motor MG1 as a generator and is converted into charging power charged in the secondary battery 108. At time T6, the internal combustion engine 10 is switched from the operating state to the non-operating state, and coasting is started again from time T6. The HVECU 100 causes the vehicle 1 to perform “accelerated inertial traveling” in which such inertial traveling and acceleration traveling are alternately repeated within the set vehicle speed range R.

  One cycle of “accelerated inertial traveling” is from time T1 at which inertial traveling is started to time T6 at which inertial traveling is started again after performing accelerated traveling (time points T3 to T6). During the acceleration inertia traveling as described above, in the vehicle 1, the power is continuously consumed by the auxiliary machine including the air conditioner and the like, and the vehicle 1 is during the inertia traveling without generating the power by the motor MG1 (time point T1). ~ T3), the secondary battery 108 is continuously discharged. Therefore, in the case where the vehicle 1 performs the acceleration inertial traveling, the HVECU 100 operates the motor MG1 as a generator during the acceleration traveling (time points T3 to T6), and a part of the engine output is charged by the motor MG1. Therefore, the secondary battery 108 needs to be charged. In the following, details of a setting method for engine output, driving power, and charging power during acceleration traveling when performing acceleration inertia traveling will be described.

  First, the HVECU 100 performs one cycle each of acceleration travel and inertial travel, that is, one cycle from time T1 when the vehicle 1 starts inertial travel to time T6 when acceleration travel ends and inertial travel starts again. 2 has a function (power consumption estimation means) for estimating the “power consumption” that is the power consumption [kWh] consumed by the vehicle 1, and the power consumption is calculated for each cycle of the acceleration inertial running. Estimated. In addition, the HVECU 100 has a function (driving energy estimating means) for estimating “driving energy” that is mechanical energy [kWh] used for driving the vehicle 1 as driving power among engine outputs during acceleration traveling. The driving energy is estimated for each cycle of the inertial inertia traveling.

  The HVECU 100 has a function (engine output setting means) for setting the engine output during acceleration traveling based on the power consumption, the drive energy, and the operating time of the internal combustion engine during acceleration traveling. Specifically, the HVECU 100 adds the driving energy to the above-described power consumption, and further divides the value divided by the time during which the internal combustion engine is in an operating state during acceleration travel (hereinafter referred to as operation time) during acceleration travel Is set to the engine output Pe3 [kW] from the internal combustion engine. The HVECU 100 determines and controls the engine rotational speed and the engine torque that are the operating state (operating point) of the internal combustion engine 10 so that the set engine output Pe3 is obtained.

  In addition, the HVECU 100 changes the drive power [kW], which is mechanical power that is transmitted to the drive wheels 94 and used to drive the vehicle 1 out of the engine output during acceleration traveling (time points T3 to T6). It has a function to set (drive power setting means). Specifically, the HVECU 100 during the acceleration travel, immediately after the start of acceleration travel (time point T3), that is, immediately after the internal combustion engine 10 is put into operation, and immediately before the end of acceleration travel (time point T6), that is, the internal combustion engine. Immediately before setting 10 to the non-operating state, the driving power is set to be smaller than the value (Pe2) during the acceleration traveling.

  Specifically, the HVECU 100 sets the drive power to increase with time from the time T3 when the internal combustion engine 10 is started to the time T4. During acceleration travel in which it is desired to increase the vehicle acceleration (time T4 to time T5), the HVECU 100 sets the drive power to a substantially constant value Pe2 (indicated by “acceleration only” in FIG. 2). Then, from the time point T5, toward the time point T6 when the internal combustion engine 10 is brought into the non-operating state, the HVECU 100 is set so that the driving power decreases with time. As described above, the HVECU 100 sets the time change of the driving power during the acceleration traveling, so that the vehicle acceleration is set during the acceleration traveling immediately after the vehicle 1 starts the acceleration traveling or immediately before the acceleration traveling ends. It can be suppressed in comparison.

  The HVECU 100 functions to set the charging power charged in the secondary battery 108 based on the engine output Pe and the driving power Pd so as to realize the set driving power Pd during acceleration traveling (charging power setting). Means). During acceleration travel, immediately after the start of acceleration travel (time point T3), that is, immediately after the internal combustion engine 10 is activated, and immediately before the end of acceleration travel (time point T6), that is, the internal combustion engine 10 is deactivated. Immediately before, the charging power is set to be larger than the value in the middle of the acceleration travel so that the driving power becomes smaller than in the middle of the acceleration travel (time points T4 to T5).

  Specifically, the HVECU 100 sets the charging power to decrease with time from the time T3 when the internal combustion engine 10 is switched from the non-operating state to the operating state toward the time T4. During acceleration travel (time T4 to time T5) when it is desired to increase the driving power, the HVECU 100 sets the charging power so that the driving power becomes a substantially constant value Pe2. From time T5, toward the time T6 when the internal combustion engine 10 is switched from the operating state to the non-operating state, the HVECU 100 sets the charging power to increase with the passage of time.

  In this way, immediately after the internal combustion engine 10 is activated and immediately before it is deactivated during acceleration travel, the HVECU 100 sets the vehicle speed acceleration, that is, drive power, for example, relatively large during acceleration travel. The charging power is set larger than the time T4 to time T5. In other words, the HVECU 100 does not operate the internal combustion engine 10 immediately after the internal combustion engine 10 is operated, and immediately after the internal combustion engine 10 is operated, compared to the time average value of the charging power based on the time during which the internal combustion engine 10 is in the operating state (time points T3 to T6). Set the charging power just before the state is large. In the present embodiment, the HVECU 100 sets the charging power so as to be approximately the difference value between the engine output Pe and the driving power Pd.

  As described above, in the case where the vehicle 1 performs the acceleration inertial traveling, the HVECU 100 sets the engine output to the substantially constant value Pe3 during the accelerated traveling and immediately after the time point T3 when the internal combustion engine 10 is put into the operating state. And just before time T6 when the internal combustion engine 10 is deactivated, the charging power is set to be larger than during acceleration running (time T4 to T5). As a result, the driving power used for driving the vehicle out of the engine output is immediately after the internal combustion engine 10 is put into operation, that is, immediately after acceleration running is started, and immediately before the internal combustion engine 10 is put into non-operation state, that is, acceleration running. Immediately before the completion, the internal combustion engine 10 can be made smaller than that in the middle of acceleration traveling, and the internal combustion engine 10 is relatively low in the fuel consumption rate over the entire operation time of the internal combustion engine during acceleration traveling. It can be operated in an operating state (operating point) where the output is Pe3. That is, it is possible to suppress changes in the vehicle speed when shifting to accelerated traveling and to suppress fuel consumption of the internal combustion engine 10 during accelerated traveling.

  In the present embodiment, when accelerating inertial traveling is performed by the vehicle 1, the HVECU 100 always sets charging power during the accelerated traveling, that is, the motor MG1 is always operated as a generator. The mode of the charging power set during acceleration traveling is not limited to this. For example, as shown in FIG. 5, the charging power is set only immediately after the internal combustion engine 10 is activated (time points T3 to T4) and immediately before the internal combustion engine 10 is deactivated (time points T5 to T6). The engine MG1 may convert part of the engine output into charging power. According to this aspect, the engine output of the internal combustion engine 10 is not changed even when the amount of power consumed in the vehicle 1 is relatively small in one cycle in which acceleration traveling and inertial traveling are performed once each. The secondary battery 108 can be charged with a desired amount of power during acceleration traveling.

  In the present embodiment, when the vehicle 1 performs the acceleration inertial traveling, the HVECU 100 sets the engine output to a constant value (Pe3) during the acceleration traveling, but is set during the acceleration traveling. However, the engine output mode is not limited to this. For example, as shown in FIG. 6, during acceleration travel (time points T4 to T5), immediately after time point T3 when the internal combustion engine 10 is put into an operating state and immediately before time point T6 when the internal combustion engine 10 is put into a non-operating state. In comparison, the engine output may be increased. According to this aspect, even when the power generation capacity of the motor MG1, that is, the maximum value of the charging power is relatively small, the secondary battery 108 can be charged with a desired amount of power during acceleration traveling, and the engine output increases. During the acceleration running (time T4 to T5), the fuel consumption rate in the internal combustion engine 10 can be made lower.

  As described above, the vehicular control apparatus (HVECU) 100 according to the present embodiment charges the secondary battery 108 at least a part of the internal combustion engine 10 and the engine output output from the internal combustion engine 10. A motor MG1 serving as a generator that can be converted into charging power, and is used in a vehicle 1 that can switch an operation / non-operation state of the internal combustion engine 10 while the vehicle is running. Among them, the vehicle 1 is driven by the driving power transmitted to the drive wheels 94 to accelerate and travel (see time points T3 to T6 in FIG. 4), and the internal combustion engine 10 is deactivated and inertial force is applied. The vehicle is allowed to perform an inertial inertial traveling in which the vehicle 1 is inertially traveling (see time points T1 to T2 in FIG. 4) alternately and repeatedly in a preset vehicle speed range R. The HVECU 100 reduces the driving power of the engine output smaller than that during acceleration traveling at least one of immediately after the internal combustion engine is activated and immediately before the internal combustion engine is deactivated during the acceleration traveling. In addition, the charging power is set to be larger than that in the middle of acceleration traveling.

  As a result, the drive power is set to be small at least immediately after the internal combustion engine 10 is put into operation, that is, immediately after the start of acceleration travel, and immediately before the internal combustion engine 10 is put into a non-operation state, that is, immediately before the end of acceleration travel. As a result, the change in the vehicle speed is suppressed, and the engine output is increased as much as the charging power is set larger. For this reason, the engine output of the internal combustion engine 10 is made as high as possible over the entire operation time of the internal combustion engine during acceleration traveling, and the operation in an operating state with a high fuel consumption rate (low thermal efficiency) is suppressed. Can do.

  Further, the vehicle control apparatus (HVECU) 100 according to the present embodiment assumes that the engine output is set to a substantially constant value during the acceleration travel, so that the operation of the internal combustion engine 10 is performed during the acceleration travel. Control of the above-described charging power can be realized while suppressing a change in state (operating point).

  In addition, the vehicle control apparatus (HVECU) 100 according to the present embodiment estimates a power consumption amount that is a power amount consumed in the vehicle 1 in one cycle in which the acceleration travel and the inertia travel are each performed once. Power consumption amount estimation means, drive energy estimation means for estimating drive energy, which is mechanical energy used for driving the vehicle during the acceleration travel, and the power consumption amount, drive energy, and acceleration travel Based on the operating time of the internal combustion engine 10, engine output setting means for setting the engine output Pe during acceleration traveling, driving power setting means for setting time change of the driving power Pd during acceleration traveling, and the engine output Pe Since the charging power setting means for setting the charging power based on the driving power Pd is provided, the engine output during acceleration traveling is as high as possible. While constant just after changing the acceleration running, or the vehicle speed change in immediately before entering coasting it can be suppressed.

  In the present embodiment, the vehicle 1 to which the above-described vehicle control technology is applied includes the internal combustion engine 10 and the motors MG1, MG2 as a prime mover, and outputs the engine output transmitted from the internal combustion engine 10 to the planetary carrier 34. The power split and integration mechanism 30 splits the power transmitted from the sun gear 32 to the rotor 51 of the motor MG1 as a generator and the power transmitted to the ring gears (36a, 36c), and the ring gear (36a, 36c), the mechanical power transmitted from the internal combustion engine 10 and the mechanical power output from the rotor 52 by the motor MG2 as an electric motor are integrated so that they can be transmitted to the drive wheels 94 as drive power. The vehicle to which the vehicle control technology according to the present invention is applicable is not limited to this. A generator capable of converting at least a part of the engine output output from the internal combustion engine during traveling of the vehicle into charging power charged in the secondary battery, and whether the internal combustion engine is activated or deactivated during traveling of the vehicle The present invention can be applied to any vehicle that can switch between the two.

  For example, the present invention can be applied to the vehicle 1B of the first modification shown in FIG. In the following description, the same reference numerals are assigned to the components that are substantially the same as those of the vehicle 1 described above, and the description thereof is omitted. Vehicle 1B is a hybrid vehicle including internal combustion engine 10 and motor generator MG as a prime mover. In motor generator MG, rotor 50 is engaged with drive wheel 94, and a part of the engine output from internal combustion engine 10 is received by rotor 50 and can be converted into charging power charged in secondary battery 108. It is possible to operate as a simple generator. In addition, the vehicle 1B includes a transmission 22 capable of interrupting power transmission between the rotor 50 of the motor generator MG and the engine output shaft 12 of the internal combustion engine 10, and a starter motor 18 capable of rotating the engine output shaft 12. And HVECU 100B as a control means for controlling them.

  In the vehicle 1B, the motor generator MG is powered and mechanical power from the rotor 50 is transmitted as driving power to the drive wheels 94. In the transmission 22, the clutch mechanism 23, the transmission mechanism 24, etc. By shutting off the power transmission to and from the engine output shaft 12, the operation of the internal combustion engine 10 can be stopped and brought into a non-operating state while the vehicle is traveling. In addition, the internal combustion engine 10 is started by causing the starter motor 18 to rotationally drive the engine output shaft 12 in a state where power transmission between the drive wheel 94 and the engine output shaft 12 is interrupted by the transmission 22. Thus, the internal combustion engine 10 can be put into an operating state. In addition, the internal combustion engine 10 is put into an operating state, the transmission 22 is controlled to transmit the engine output output from the engine output shaft 12 to the rotor 50 and the drive wheels 94, and the motor generator MG is operated as a generator. Thus, the motor generator MG can convert a part of the engine output output from the internal combustion engine 10 into charging power for charging the secondary battery 108.

  Further, the present invention can also be applied to the vehicle 1C of the second modification shown in FIG. The vehicle 1C is a hybrid vehicle that includes an internal combustion engine 10 and a motor generator MG as prime movers. In the motor generator MG, the rotor 50 is engaged with the engine output shaft 12, and at least a part of the engine output from the internal combustion engine 10 is received by the rotor 50 and converted into charging power charged in the secondary battery 108. It is possible to operate as a possible generator. In addition, vehicle 1 </ b> C includes a transmission 22 capable of interrupting power transmission between rotor 50 and drive wheels 94 of motor generator MG, and HVECU 100 </ b> C as control means for controlling them.

  Even in such a vehicle 1C, the internal combustion engine 10 is in an operating state, a part of the engine output output from the engine output shaft 12 is transmitted to the rotor 50, and the motor generator MG is operated as a generator. It is possible to drive the vehicle 1 </ b> C by converting the charging power to charge the secondary battery 108 and transmitting the remaining engine output to the driving wheels 94 as driving power. Further, while the vehicle is running with the motor generator MG being powered, the power transmission between the drive wheels 94 and the engine output shaft 12 is momentarily interrupted by the clutch mechanism 23 and the transmission mechanism 24 of the transmission 22. It is possible to stop the operation of the internal combustion engine 10 to make it non-operating, or to rotate the engine output shaft 12 by the motor generator MG and start it to make the internal combustion engine 10 into an operating state.

  Further, the present invention can also be applied to the vehicle 1D of the third modification shown in FIG. The vehicle 1D includes an internal combustion engine 10 as a prime mover, and includes a motor generator 19 that has a function as a starter motor that starts the internal combustion engine 10 and a function as a generator. The motor generator 19 is engageable with the engine output shaft 12 and receives at least a part of the engine output from the internal combustion engine 10 and can convert it into charging power charged in the secondary battery 108. It is possible to operate as. In addition, the vehicle 1D includes a transmission 22 capable of interrupting power transmission between the engine output shaft 12 of the internal combustion engine 10 and the drive wheels 94, and an ECU 100D as control means for controlling them.

  Even in such a vehicle 1D, the internal combustion engine 10 is put into an operating state, a part of the engine output output from the engine output shaft 12 is transmitted to the motor generator 19 and operated as a generator, and the secondary battery is operated. It is possible to drive the vehicle 1D by converting the charging power to be charged to 108 and transmitting the remaining engine output to the driving wheels 94 as driving power. Further, during vehicle travel, power transmission between the drive wheels 94 and the engine output shaft 12 is momentarily interrupted by the clutch mechanism 23 and the speed change mechanism 24 of the transmission 22, and the operation of the internal combustion engine 10 is performed during this time. The engine output shaft 12 can be rotationally driven by the motor generator 19 to start and the internal combustion engine 10 can be put into an operating state.

  As described above, the present invention includes an internal combustion engine and a generator capable of converting at least a part of the engine output output from the internal combustion engine while the vehicle is running into charge power charged in the secondary battery, The present invention is useful for a vehicle capable of switching the operation / non-operation state of the internal combustion engine while the vehicle is running, and is particularly suitable for a hybrid vehicle including an internal combustion engine and a motor generator as a prime mover.

It is a mimetic diagram showing a schematic structure of a vehicle concerning this embodiment. It is a figure which shows the fuel consumption rate with respect to the engine speed of an internal combustion engine, and an engine torque, and an engine output. It is a figure which shows an example of the acceleration inertia running which a vehicle performs. It is a timing chart which shows the operation | movement of the vehicle which performs the acceleration inertial traveling control and the acceleration inertial traveling which a vehicle control apparatus (HVECU) which concerns on this embodiment performs. In the acceleration inertial running control executed by the vehicle control device (HVECU) according to the present embodiment, a mode in which the charging power is set only immediately after the internal combustion engine is put into an operating state and immediately before the internal combustion engine is put into a non-operating state. FIG. In the acceleration inertial traveling control executed by the vehicle control apparatus (HVECU) according to the present embodiment, the acceleration traveling is performed in the middle of the acceleration traveling immediately after the internal combustion engine is put into an operating state and immediately before the internal combustion engine is put into a non-operating state. It is a figure which shows the aspect which increases an engine output. It is a schematic diagram which shows schematic structure of the vehicle of the modification 1 which can apply the vehicle control technique which concerns on this embodiment. It is a schematic diagram which shows schematic structure of the vehicle of the modification 2 which can apply the vehicle control technique which concerns on this embodiment. It is a schematic diagram which shows schematic structure of the vehicle of the modification 3 which can apply the vehicle control technique which concerns on this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Internal combustion engine 12 Engine output shaft 20 Drive apparatus 30 Power split integration mechanism (power transmission mechanism)
30a Power split planetary gear 30c Reduction planetary gear 32 Sun gear 34 Planetary carrier 36a, 36c Ring gear of power split integrated mechanism 44 Counter drive gear 51, 52 Motor generator rotor 53, 54 Motor generator stator 61, 62 Inverter 66 Motor generator Electronic control unit (motor ECU)
70 Deceleration mechanism (power transmission mechanism)
74 Counter driven gear 78 Final drive gear 80 Differential mechanism (power transmission mechanism)
82 Ring gear of differential mechanism 90 Drive shaft 94 Drive wheel 108 Secondary battery (storage battery)
110 Accelerator pedal 112 Accelerator pedal position sensor 120 Eco-operation switch MG1, MG2 Motor generator (rotary electric machine)
100 vehicle electronic control device (vehicle control device, ECU, acceleration inertial travel control means, vehicle speed range setting means, storage means, power consumption estimation means, drive energy estimation means, engine output setting means, drive power setting means, Charging power setting means)

Claims (3)

An internal combustion engine and a generator capable of converting at least a part of the engine output output from the internal combustion engine into charging power charged in a secondary battery, and the internal combustion engine is activated / deactivated while the vehicle is running Used for vehicles that can be switched,
With the internal combustion engine in an operating state, the vehicle is driven by the driving power transmitted to the drive wheels out of the engine output and accelerated to travel, and the internal combustion engine is in an inactive state and the vehicle is inertial due to inertial force. A vehicle control device that causes the vehicle to perform an inertial inertial traveling that travels by repeatedly performing inertial traveling that travels in a vehicle speed range,
During at least one of the acceleration traveling immediately after the internal combustion engine is activated and immediately before the internal combustion engine is deactivated, the driving power is made smaller than that during acceleration traveling and the charging power is accelerated. A vehicle control device characterized in that it is larger than that in the middle of traveling. The vehicle control device according to claim 1,
An engine output is set to a substantially constant value during the acceleration traveling, and the vehicle control device is characterized in that: The vehicle control device according to claim 2,
A power consumption amount estimating means for estimating a power consumption amount that is a power amount consumed in the vehicle in one cycle in which each of the acceleration travel and the inertial travel is performed once;
Driving energy estimating means for estimating driving energy which is mechanical energy used for driving the vehicle during the acceleration traveling;
Engine output setting means for setting the engine output during acceleration traveling based on the power consumption, the driving energy, and the operating time of the internal combustion engine during acceleration traveling;
Driving power setting means for setting a time change of driving power during acceleration traveling;
Charging power setting means for setting charging power based on the engine output and driving power;
A vehicle control device characterized by comprising:

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