JP2012116319A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that is capable of improving fuel economy in a vehicle provided with an electric motor capable of power running.SOLUTION: The vehicle control device includes an engine, the electric motor capable of operating at an operating point in a predetermined region R1 that has been determined previously, and a transmission connecting the engine, the electric motor, and drive wheels of the vehicle, and can perform a predetermined speed change control for causing the transmission to shift to a predetermined gear ratio, wherein the predetermined gear ratio is a gear ratio for making an operating point of the electric motor corresponding to request output requested for the vehicle an operating point P1 in the predetermined region, or a shift ratio for making an operating point of the electric motor corresponding to the request output an operating point P11 near the predetermined region.

Description

  The present invention relates to a vehicle control device.

  Conventionally, a vehicle provided with an electric motor capable of powering is known. Patent Document 1 includes a motor generator that has both a power running function and a regenerative function, and includes a downshift means that executes a downshift control that increases a transmission gear ratio when performing regenerative control. The technology of a control device for a hybrid vehicle is disclosed. According to the control device for a hybrid vehicle disclosed in Patent Document 1, it is possible to improve the regeneration efficiency of the regeneration mechanism when the vehicle is decelerated.

JP 2007-050866 A

  In a vehicle equipped with a motor that can be powered, it is desired that fuel efficiency can be improved. For example, in a hybrid vehicle including an engine and an electric motor, it is desired that fuel efficiency can be improved by actively creating a driving state in which the vehicle can be driven by the output of the electric motor without depending on the output of the engine. ing.

  The objective of this invention is providing the vehicle control apparatus which can improve a fuel consumption in the vehicle provided with the electric motor which can carry out a power running.

  A vehicle control device according to the present invention includes an engine, an electric motor that can operate at an operating point within a predetermined area, and a transmission that connects the engine and the electric motor to driving wheels of a vehicle. , A predetermined shift control for shifting the transmission to a predetermined gear ratio can be executed, and the predetermined gear ratio is obtained by setting an operating point of the electric motor corresponding to a required output required for the vehicle within the predetermined region. The speed ratio is an operating point, or the speed ratio is an operating point in the vicinity of the predetermined region, which is the operating point of the motor corresponding to the required output.

  In the vehicle control device, based on a predetermined vehicle speed that is a vehicle speed at which the vehicle can be driven by the output of the electric motor without depending on the output of the engine, and the current vehicle speed of the vehicle, It is preferable to determine whether or not to perform predetermined shift control.

  In the vehicle control device, in addition to the predetermined shift control, an operating point of the electric motor corresponding to the required output is set as an operating point in the predetermined area, or an operating point of the electric motor corresponding to the required output is It is preferable to reduce the load torque of the auxiliary equipment of the vehicle so as to realize one of operating points in the vicinity of the predetermined region.

  The vehicle control device according to the present invention has a predetermined shift with respect to an engine, an electric motor capable of operating at an operating point within a predetermined area, and a transmission that connects the engine and the electric motor to drive wheels of the vehicle. Information providing means for prompting a driver of the vehicle to perform a speed change operation to a ratio, wherein the predetermined speed ratio indicates an operating point of the electric motor corresponding to a required output required for the vehicle within the predetermined area. The speed ratio is an operating point, or the speed ratio is an operating point in the vicinity of the predetermined region, which is the operating point of the motor corresponding to the required output.

  In the vehicle control device, based on a predetermined vehicle speed that is a vehicle speed at which the vehicle can be driven by the output of the electric motor without depending on the output of the engine, and the current vehicle speed of the vehicle, It is preferable to determine whether or not to prompt the driver to perform a shift operation to the predetermined gear ratio by the information providing means.

  In the vehicle control device, in addition to prompting the driver to perform a shift operation to the predetermined gear ratio, the operating point of the motor corresponding to the required output is set as an operating point in the predetermined region, or It is preferable to reduce the load torque of the auxiliary machine of the vehicle so as to realize any one of setting the operating point of the electric motor corresponding to the required output as an operating point in the vicinity of the predetermined region.

  The vehicle control device of the present invention includes an engine, an electric motor, and a transmission that connects the engine and the electric motor to a driving wheel of the vehicle, and the transmission gear ratio is a predetermined gear ratio, and When the vehicle travels constantly at a predetermined vehicle speed, it is possible to drive the vehicle with the output of the electric motor regardless of the output of the engine, and the difference between the current vehicle speed of the vehicle and the predetermined vehicle speed When the magnitude is less than a predetermined value, the transmission is shifted to the predetermined gear ratio.

  A vehicle control device according to the present invention includes an engine, an electric motor that can operate at an operating point within a predetermined area, and a transmission that connects the engine, the electric motor, and a drive wheel of the vehicle, A predetermined shift control for shifting the transmission to a predetermined gear ratio can be executed. The predetermined gear ratio is a gear ratio in which the operating point of the motor corresponding to the required output required for the vehicle is an operating point in the predetermined region, or the operating point of the motor corresponding to the required output is an operating point in the vicinity of the predetermined region. Is the transmission ratio. According to the vehicle control device of the present invention, there is an effect that it is possible to increase the opportunity to drive the vehicle by the output of the electric motor without depending on the output of the engine, and to improve the fuel consumption.

FIG. 1 is a flowchart showing the operation of the vehicle control apparatus of the first embodiment. FIG. 2 is a schematic configuration diagram of the hybrid vehicle according to the first embodiment. FIG. 3 is a diagram illustrating the control of the embodiment. FIG. 4 is an explanatory diagram of the predetermined area. FIG. 5 is an explanatory diagram of the shift control of the embodiment. FIG. 6 is a schematic configuration diagram of a hybrid vehicle according to a modification of the first embodiment. FIG. 7 is a diagram illustrating an example of the shift indicator. FIG. 8 is a flowchart showing the operation of the vehicle control apparatus of the second embodiment. FIG. 9 is an explanatory diagram of auxiliary machine control of the embodiment.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this 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 embodiment)
The first embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a vehicle control device. FIG. 1 is a flowchart showing the operation of the vehicle control apparatus of the first embodiment, and FIG. 2 is a schematic configuration diagram of a hybrid vehicle according to the first embodiment.

  The hybrid system of the hybrid vehicle 100 according to the present embodiment is a small-scale system using a motor generator with a minimum output. In a small-scale hybrid system, an operation region in which EV traveling can be performed is extremely limited, and how to reliably perform EV traveling under limited conditions is an important issue.

  When the vehicle is in a steady running state and the vehicle speed is close to the EV vehicle speed condition assumed at the time of design, the vehicle control device 1-1 of the present embodiment automatically shifts to a range in which EV driving can be assumed at the time of design. . Thereby, when the actual vehicle speed becomes the assumed vehicle speed, EV traveling can be started immediately. Therefore, according to the vehicle control device 1-1 of the present embodiment, it is possible to exhibit the fuel efficiency effect assumed at the time of design.

  As shown in FIG. 2, the hybrid vehicle 100 includes an engine 1, a transmission (T / M) 2, a clutch 3, a motor generator (M / G) 4, a battery 5, and an ECU 30. Further, the vehicle control device 1-1 of the present embodiment includes an engine 1, T / M 2, M / G 4, and ECU 30.

  The engine 1 is a power source for the hybrid vehicle 100. The engine 1 converts the combustion energy of the fuel into a rotary motion of the rotary shaft and outputs it. A crankshaft 1 a that is a rotating shaft of the engine 1 is connected to an input shaft 2 a of the T / M 2 via a clutch 3.

  T / M2 is a transmission that connects engine 1 and M / G4 to drive wheels 7 of hybrid vehicle 100. T / M2 is, for example, an automatic transmission, which shifts the power input from the engine 1 or M / G4 to the input shaft 2a and outputs it to the output shaft 2b. T / M2 of the present embodiment is a stepped automatic transmission, and can be shifted to a plurality of gear stages having different gear ratios. T / M2 has, for example, an actuator that uses hydraulic pressure as a drive source, and can be shifted to an arbitrary gear stage by the actuator. The output shaft 2b of the T / M2 is connected to the drive wheel 7 via a differential mechanism or the like (not shown).

  A compressor 8 of an air conditioner (A / C) is disposed on the crankshaft 1a. The compressor 8 is a compressor that is driven by power transmitted via the crankshaft 1a and compresses the refrigerant. The compressor 8 can switch an operation state. The compressor 8 is connected to the crankshaft 1a via a clutch, for example, and can be switched to an operating state or a resting state. When the clutch is engaged, the compressor 8 is engaged with the crankshaft 1a and is in an operation state driven by the power transmitted from the crankshaft 1a. In the operating state, the compressor 8 becomes a load on the crankshaft 1 a, and a load torque acts on the crankshaft 1 a by the operation of the compressor 8.

  When the clutch is disengaged, the compressor 8 is in a resting state disconnected from the crankshaft 1a. In the rest state, the transmission of power between the compressor 8 and the crankshaft 1a is cut off, so the compressor 8 does not act as a load on the crankshaft 1a.

  The M / G (electric motor) 4 has a function (power running function) as an electric motor driven by supplying electric power and a function (regeneration function) as a generator that converts mechanical energy into electric energy. As M / G4, for example, an AC synchronous motor generator can be used. M / G 4 is connected to battery 5. The battery 5 is a power storage device capable of storing electric power and discharging the stored electric power. The battery 5 can be, for example, a lead storage battery.

  M / G4 is a small motor generator mounted in place of the alternator. The rotating shaft 4 a of the M / G 4 and the crankshaft 1 a of the engine 1 can transmit power via the belt 9. In other words, the M / G 4 can generate power using the power transmitted from the crankshaft 1 a via the belt 9, and can output the power that is consumed and output to the crankshaft 1 a via the belt 9. Is possible. The electric power generated in the M / G 4 can charge the battery 5.

  The M / G 4 is driven by the power of the engine 1 to generate electric power when traveling by the power of the engine 1 and can charge the battery 5. Further, the M / G 4 can perform regenerative power generation when the hybrid vehicle 100 is decelerated to charge the battery 5. The M / G 4 can also be driven by the power of the engine 1 to generate power and charge the battery 5 with the clutch 3 in an open state when the hybrid vehicle 100 is stopped.

  The M / G 4 is driven by electric power supplied from the battery 5 during power running and can output power to the crankshaft 1a.

  The engine 1 is provided with a starter 6. The starter 6 is a starting device that consumes electric power and starts the engine 1. The starter 6 has a motor (for example, a DC motor) capable of transmitting power to the crankshaft 1a of the engine 1, and starts the engine 1 by consuming this electric power and rotating the motor. The starter 6 is connected to the battery 5 and the M / G 4 and can be supplied with electric power from the battery 5 and the M / G 4.

  Clutch 3 connects or disconnects transmission of power from engine 1 and M / G 4 to T / M 2. The clutch 3 is, for example, a friction engagement type clutch device. The clutch 3 has an actuator (not shown) and can be switched between an engaged state and a released state by the actuator.

  The ECU 30 is an electronic control unit having a computer. The ECU 30 has a function as a travel control device that performs travel control of the hybrid vehicle 100. The ECU 30 is connected to the engine 1, T / M 2, clutch 3, M / G 4, starter 6 and compressor 8. Engine 1, T / M2, clutch 3, M / G4, starter 6 and compressor 8 are each controlled by ECU 30. The ECU 30 is connected to a vehicle speed sensor that detects the vehicle speed, an accelerator opening sensor that detects the accelerator opening, an engine speed sensor that detects the engine speed, and the like, and signals indicating the detection results of the sensors. Is output to the ECU 30.

  The ECU 30 can cause the hybrid vehicle 100 to travel using power output from at least one of the engine 1 and M / G4. For example, the ECU 30 can execute engine traveling that causes the hybrid vehicle 100 to travel at least by the power of the engine 1. When the motive power output from the engine 1 or M / G 4 is output to the drive wheels 7, the ECU 30 engages the clutch 3.

  In the engine traveling, the ECU 30 can further transmit the power output from the M / G 4 to the driving wheels 7 to cause the hybrid vehicle 100 to travel. The ECU 30 can cause the engine 1 to assist the M / G 4 when the torque of the engine 1 is insufficient, for example, when the hybrid vehicle 100 is accelerated.

  Further, the M / G 4 can travel the hybrid vehicle 100 independently without depending on the power of the engine 1. The ECU 30 can execute EV traveling that causes the hybrid vehicle 100 to travel with the power output by the M / G 4 regardless of the power of the engine 1. The ECU 30 can control the gear ratio of T / M2 in accordance with the shift position and the traveling state during engine traveling and EV traveling. The ECU 30 opens the clutch 3 while switching the gear stage from the gear stage before the gear shift to the gear stage after the gear shift when performing the T / M2 shift, and engages the clutch 3 when the gear stage switching is completed. State.

  Further, the ECU 30 can perform regenerative control when the hybrid vehicle 100 is decelerated. The regenerative control is performed, for example, when a braking request is detected in the hybrid vehicle 100. When performing regenerative control, the ECU 30 causes the M / G 4 to perform regenerative power generation and charges the battery 5.

  The ECU 30 calculates the required torque or the required driving force to be transmitted to the drive wheels 7 based on conditions such as the vehicle speed and the accelerator opening, and determines the engine 1, T / M2, and M / G4 based on the calculation result. Control. The required torque and the required driving force correspond to the traveling load of the hybrid vehicle 100. For example, the ECU 30 calculates a required power that is a required output required for the hybrid vehicle 100 based on the required torque and the vehicle speed. The ECU 30 controls the engine 1, T / M2, and M / G4 so that the required power is realized by the outputs of the engine 1 and M / G4.

  The ECU 30 can cause the hybrid vehicle 100 to travel by EV traveling in a light load and small torque region. FIG. 3 is a diagram for explaining the control of the present embodiment. In FIG. 3, the horizontal axis represents time, and the vertical axis represents vehicle speed. A symbol X is a predetermined vehicle speed at which EV traveling predetermined at the time of design can be executed. In the present embodiment, the predetermined vehicle speed at which EV traveling assumed at the time of design can be executed is also simply referred to as “assumed vehicle speed X”. The assumed vehicle speed X may be a vehicle speed range having a certain width.

  In the present embodiment, shift control is performed with the aim of increasing the chance of executing EV traveling at the assumed vehicle speed X during low-speed steady traveling. In EV traveling, fuel injection to the engine 1 is stopped and power is run with the force of M / G4. At this time, the engine 1 is rotated by the M / G 4 and the fuel consumption is zero.

  When a high fuel efficiency effect is desired in the hybrid system, it is desirable to use the electric power (energy recovered by deceleration regeneration) for EV traveling. Here, the driving range in which EV traveling is possible varies depending on the output characteristics of the M / G4.

  FIG. 4 is an explanatory diagram of a predetermined area in which the M / G 4 can operate. In FIG. 4, the horizontal axis represents the rotational speed of M / G4, and the vertical axis represents the output torque of M / G4. In the present embodiment, the rotational speed of M / G4 is also simply referred to as “MG rotational speed”, and the output torque of M / G4 is also simply referred to as “MG torque”. Symbol Tmax indicates a limit output torque line. The limit output torque line Tmax indicates a correspondence relationship between the MG rotation speed and the maximum torque that can be output by the M / G4.

  M / G4 is operable at the operating point on the limit output torque line Tmax or in the region on the origin side of the limit output torque line Tmax. In the present embodiment, the operating point indicates a point determined by a combination of the MG rotation speed and the MG torque. In the present embodiment, the region on the limit output torque line Tmax and the origin side with respect to the limit output torque line Tmax are collectively referred to as “predetermined region R1”. The predetermined area R1 is an operating point area where the M / G 4 can be powered. On the other hand, M / G4 cannot operate at an operating point in a region opposite to the origin side from the limit output torque line Tmax. The ECU 30 prohibits the M / G 4 from operating at an operating point outside the predetermined region R1.

  Therefore, if the operating point corresponding to the required power for the hybrid vehicle 100 is in the predetermined region R1, EV traveling that allows the hybrid vehicle 100 to travel only with MG torque is possible. On the other hand, if the operating point corresponding to the required power is not in the predetermined region R1, the M / G 4 cannot achieve the required power alone without causing the engine 1 to output torque. The hybrid vehicle 100 of the present embodiment requires the required power when the T / M2 gear stage (gear ratio) is a predetermined gear stage (predetermined gear ratio) and the hybrid vehicle 100 travels normally at the assumed vehicle speed X. The operating point corresponding to is the operating point in the predetermined region R1, and EV traveling is possible.

  The M / G 4 of the present embodiment is a motor generator with a small output (for example, about 3 to 5 kW). In the hybrid system using such a small output motor generator, the operation range (rotation speed / torque condition) in which EV traveling is possible is greatly limited. For example, the driving range in which EV driving is possible is limited to steady driving at a low vehicle speed (about 10 to 20 [km / h]). That is, EV traveling is possible only in a traveling state in which the MG rotation speed is relatively low and the required torque is small with a light load. Therefore, the scene where EV traveling is possible is very short in time, and places such as immediately before the vehicle stops are limited. It is an important issue for improving fuel efficiency how to perform EV traveling reliably under such limited conditions and how to prepare conditions for EV traveling.

  Based on the current vehicle speed information of the hybrid vehicle 100, the vehicle control device 1-1 of the present embodiment determines whether the vehicle is in a steady running state or is close to the EV vehicle speed condition assumed at the time of design. When the vehicle is in a steady running state and is close to the EV vehicle speed condition, it is automatically moved to the range assumed at the time of design in T / M2.

  Since M / G4 is connected to the drive wheel 7 via T / M2, the MG rotation speed is determined based on the vehicle speed and the gear ratio of T / M2. That is, if the gear ratio of T / M2 is different for the same required power, the operating point corresponding to the required power will be different. Therefore, as described with reference to FIG. 5, if the T / M2 shift control is performed so that the operating point corresponding to the required power is the operating point in the predetermined region R1, the chances of EV traveling can be increased. The fuel consumption can be improved.

  FIG. 5 is an explanatory diagram of the shift control of the present embodiment. In FIG. 5, the horizontal axis indicates the MG rotation speed corresponding to each gear stage of T / M2, and the vertical axis indicates the MG torque. Reference numerals P1 and P2 indicate operating points at different gear stages corresponding to the same required power. P1 is an operating point corresponding to the required power in the first gear of T / M2, and P2 is an operating point corresponding to the required power in the second gear of T / M2.

  In the 2nd gear stage, the MG rotation speed is 2500 [rpm], and the MG torque required when executing EV traveling, that is, when realizing the required power only by the output of M / G4 is 8 [Nm]. The required MG torque is higher than the limit output torque line Tmax, and the operating point P2 is a point outside the predetermined region R1. For this reason, EV traveling cannot be executed at the second gear.

  In the first gear, the MG rotation speed is 5000 [rpm], and the MG torque required when executing EV traveling is 4 [Nm]. The required MG torque is a torque corresponding to the limit output torque line Tmax, and the operating point P1 is a point in the predetermined region R1. Therefore, EV traveling can be executed at the first gear. For example, if the current gear stage is the second gear stage, EV traveling is not possible with the current gear stage, but EV traveling is possible if the current gear stage is downshifted to the first gear stage.

  Thus, when EV traveling is enabled by shifting by T / M2, the ECU 30 shifts to a gear stage that allows EV traveling and executes EV traveling. That is, if any of the gear ratios that can be selected in T / M2 can set the operating point corresponding to the required power as the operating point in the predetermined region R1, the ECU 30 performs the gear shifting control using the gear ratio as the target gear ratio. I do. Thereby, the improvement of the fuel consumption by the increase in the period which performs EV driving | running | working is realizable.

  Further, even if the operating point corresponding to the required power cannot be set to the operating point in the predetermined region R1 with the gear ratio selectable in T / M2, the operating point corresponding to the required power is set to the operation in the vicinity of the predetermined region R1. If it can be set as a point, it can be expected that EV traveling can be performed by a change in the traveling state thereafter. For example, if the operating point corresponding to the required power in the speed ratio after the shift is closer to the predetermined region R1 than the operating point corresponding to the required power in the speed ratio before the speed change, there is a possibility that EV traveling can be executed. Can be increased. If the operating point corresponding to the required power is shifted to an operating point close to the predetermined region R1 by the shift control, it can be expected that the operating point shifts to a point in the predetermined region R1 due to a change in vehicle speed or a required power.

  For example, assuming that the current vehicle speed is (assumed vehicle speed X + α), even if the vehicle speed (X + α) is downshifted from the second gear to the first gear, the operating point P11 corresponding to the required power after the shift is predetermined. It may not be a point in the region R1. However, the operating point P11 is an operating point in the vicinity of the predetermined region R1, and EV driving becomes possible when the vehicle speed changes to the assumed vehicle speed X and the operating point corresponding to the required power shifts to P1. In such a case, by downshifting to the first gear stage at the time of the vehicle speed (X + α) in advance, when the assumed vehicle speed X is reached, the vehicle immediately enters the M / G4 driving range and EV traveling becomes possible. . Therefore, the fuel efficiency effect assumed at the time of design can be exhibited, and the improvement of fuel efficiency can be realized. The operating point in the vicinity of the predetermined region R1 can be at least one of an operating point on the higher rotation side than the predetermined region R1 and an operating point on the higher torque side than the predetermined region R1.

  When the operating point corresponding to the required power can be set as the operating point in the vicinity of the predetermined region R1 by shifting by T / M2 in this way, the ECU 30 sets the operating point corresponding to the required power in the vicinity of the predetermined region R1. If the vehicle shifts to the gear stage set as the operating point of (1) and EV travel becomes possible after the gear shift, EV travel is executed. In other words, if any of the gear ratios that can be selected in T / M2 can set the operating point corresponding to the required power as the operating point in the vicinity of the predetermined region R1, the ECU 30 changes the speed using that gear ratio as the target gear ratio. Take control.

  In this manner, the ECU 30 can execute a predetermined shift control for shifting T / M2 to a predetermined gear ratio. The predetermined gear ratio is a gear ratio having an M / G4 operating point corresponding to the required power as an operating point in the predetermined region R1, or an M / G4 operating point corresponding to the required power in the vicinity of the predetermined region R1. This is the gear ratio as the operating point. Even if the predetermined gear ratio is the same (for example, the gear ratio of the first gear), “the operation point of the M / G4 corresponding to the required power is determined within the predetermined region R1 according to the traveling state of the hybrid vehicle 100. In some cases, the transmission ratio is a point, and in other cases, the transmission ratio is an M / G4 operating point corresponding to the required power.

  In the present embodiment, when the difference between the current vehicle speed and the assumed vehicle speed X is small, the ECU 30 automatically shifts the gear within the designed range (predetermined gear ratio). For example, when it is possible to start EV traveling immediately by shifting to the first gear, or when it can be expected that EV driving can be started by a change in the vehicle speed after shifting to the first gear, Automatic downshift to 1st gear. With reference to FIG. 1, operation | movement of the vehicle control apparatus 1-1 of this embodiment is demonstrated. The control flow shown in FIG. 1 is repeatedly executed at predetermined intervals while the hybrid vehicle 100 is traveling.

  In step S1, the ECU 30 determines whether or not the time during which the steady running is continued is longer than a predetermined time A [s]. In step S1, it is determined whether or not the vehicle is in a steady running state in which changes in vehicle speed, required power, and required torque are small. The ECU 30 performs the determination in step S1 based on the current travel speed information of the hybrid vehicle 100 and time-series vehicle speed data of the past few seconds. The ECU 30 acquires vehicle speed data at a predetermined sampling interval, and stores data for the past several seconds as time series data. Based on the time series data and the current vehicle speed data, the ECU 30 can make an affirmative determination in step S1 when there is no significant change in vehicle speed during a predetermined time A [s] up to the present time.

  As a result of the determination in step S1, when it is determined that the time during which the steady running is continued is longer than the predetermined time A [s] (step S1-Y), the process proceeds to step S2, and otherwise (step S1- In N), the process proceeds to step S4.

  In step S2, the ECU 30 determines whether or not the magnitude (absolute value) of the vehicle speed difference between the current vehicle speed and the assumed vehicle speed X is less than 10 [km / h]. When the current vehicle speed is less than ± 10 [km / h] with respect to the assumed vehicle speed X, the ECU 30 executes predetermined shift control aimed at execution of EV traveling. When the assumed vehicle speed X is determined as the vehicle speed range, the vehicle speed difference indicates a deviation amount of the current vehicle speed with respect to the lower limit of the assumed vehicle speed X or a deviation amount of the current vehicle speed with respect to the upper limit of the assumed vehicle speed X. For example, when the current vehicle speed is higher than the upper limit of the vehicle speed range of the assumed vehicle speed X, the difference between the current vehicle speed and the upper limit of the vehicle speed range is the vehicle speed difference. On the other hand, when the current vehicle speed is lower than the lower limit of the vehicle speed range of the assumed vehicle speed X, the difference between the current vehicle speed and the lower limit of the vehicle speed range is the vehicle speed difference.

  In addition, the threshold value (predetermined value) of the vehicle speed difference is not limited to 10 [km / h]. The threshold value of the vehicle speed range can be determined as appropriate based on a matching experiment or the like. As a result of the determination in step S2, if it is determined that the difference in vehicle speed between the current vehicle speed and the assumed vehicle speed X is less than 10 [km / h] (step S2-Y), the process proceeds to step S3; In the case (step S2-N), the process proceeds to step S4.

  In step S3, the ECU 30 automatically shifts the gear to the design assumption range. The ECU 30 sets the gear ratio of T / M2 to “gear stage (gear ratio) where the operating point corresponding to the required power is a point in the predetermined region R1” or “the operating point corresponding to the required power is in the vicinity of the predetermined region R1. Change to “Gear stage (speed ratio)”. For example, the ECU 30 stores in advance a combination of an assumed vehicle speed X and a gear stage capable of EV traveling (design assumed range), and performs shift control based on this combination. When a shift is executed in step S3, this control flow ends.

  In step S4, the ECU 30 determines that there is no control. When the vehicle is not in a steady traveling state or when the vehicle speed difference from the assumed vehicle speed X is large, it is difficult to enter a state where EV traveling is possible. The ECU 30 ends this control flow without performing the predetermined shift control for enabling EV traveling.

  When there is a gear ratio that enables EV traveling, the vehicle control device 1-1 of the present embodiment automatically shifts to that gear ratio. Further, when there is no gear ratio at which EV traveling is possible, the vehicle control device 1-1 automatically shifts to a gear ratio having an operating point corresponding to the required power as an operating point near the predetermined region R1. Thereby, according to the vehicle control apparatus 1-1 of this embodiment, the opportunity of EV driving | running assumed at the time of design can be prevented, and the fuel consumption effect in a real environment can be improved to the maximum.

  Note that the vehicle control device 1-1 of the present embodiment has a shift control in which the operating point corresponding to the required power is an operating point in the predetermined region R1, and the operation near the predetermined region R1 is the operating point corresponding to the required power Although both shift control points are executed, only one of these shift controls may be performed. For example, the predetermined speed ratio that is the target speed ratio of the predetermined speed control may be limited to a speed ratio that uses an operating point corresponding to the required power as a point in the predetermined region R1. This corresponds to, for example, executing the predetermined shift control only when the current vehicle speed is equal to the assumed vehicle speed X.

  Further, the predetermined gear ratio may be limited to a gear ratio having an operating point corresponding to the required power as a point in the vicinity of the predetermined region R1. This corresponds to, for example, executing the predetermined shift control when the magnitude of the vehicle speed difference between the current vehicle speed and the assumed vehicle speed X is greater than 0 and less than the vehicle speed difference threshold.

  In step S2, whether or not to shift to the design assumed range is determined based on the difference in vehicle speed between the current vehicle speed and the assumed vehicle speed X. Further, based on the transition of the past vehicle speed. It may be determined whether or not to shift to the design assumed range. For example, if the transition of the vehicle speed up to the present changes so as to approach the assumed vehicle speed X, the shift to the design assumption range is performed, and the transition of the vehicle speed up to the present changes so as to move away from the assumed vehicle speed X. If so, the shift to the design assumed range may not be performed.

  The threshold value of the vehicle speed difference in step S2 may be variable. As an example, the threshold value of the vehicle speed difference may change according to the amount of charge of the battery 5. For example, when the charge amount of the battery 5 is large, the threshold value may be set larger than when the charge amount is small. Further, the vehicle speed difference threshold may be determined based on learning control. For example, the threshold value of the vehicle speed difference may be determined so as to realize the optimum fuel consumption by learning the driving pattern of the driver.

  Although the M / G4 of this embodiment has a very small output, the M / G4 is not limited to such a small output. That is, the vehicle control device 1-1 of the present embodiment is applicable regardless of the magnitude of the output of M / G4. Further, the form of connection between the M / G 4 and the engine 1 or T / M 2 is not limited to that illustrated. For example, in the present embodiment, the engine 1 is rotated by the M / G4 during EV traveling, but instead, the engine 1 may be disconnected from the M / G4 during EV traveling. As an example, M / G4 is arranged between engine 1 and T / M2, and a clutch is arranged between engine 1 and M / G4. It can be separated from the M / G 4 and the drive wheel 7.

  In this embodiment, T / M2 is a stepped automatic transmission. However, the present invention is not limited to this, and T / M2 changes the rotation input from engine 1 or M / G4. As long as it can output to the drive wheel 7, it is sufficient. For example, T / M2 may be a continuously variable transmission or the like.

(Modification of the first embodiment)
In this modification, the point different from the first embodiment is that T / M2 is a manual transmission (M / T). In this modification, when the gear stage capable of EV traveling is different from the current gear stage, the driver is prompted to shift to the gear stage capable of EV traveling. FIG. 6 is a schematic configuration diagram of a hybrid vehicle according to the present modification, and FIG. 7 is a diagram illustrating an example of a shift indicator.

  In the hybrid vehicle 110 shown in FIG. 6, T / M2 is a manual transmission. In T / M2, the gear stage is manually switched by operating a shift lever (not shown) by the driver. Further, the clutch 3 is switched between an open state and an engaged state by a driver's clutch operation. In addition to being capable of manual operation, the clutch 3 may include an actuator similar to the first embodiment and can be controlled by the ECU 30.

  The hybrid vehicle 110 includes a shift indicator 40. The shift indicator 40 is an indicator that displays a current shift position and a recommended shift operation. The shift indicator 40 may be diverted using an existing indicator. The shift indicator 40 has a function as information providing means for prompting the driver to perform a shift operation to a predetermined gear ratio with respect to T / M2. The vehicle control device 1-2 of this modification includes a shift indicator 40 in addition to the components of the first embodiment. The shift indicator 40 is connected to the ECU 30 and is controlled by the ECU 30. The ECU 30 can acquire the current shift position based on a signal from a shift position sensor (not shown).

  As shown in FIG. 7, the shift indicator 40 includes a shift position display unit 41, an upshift guide lamp 42, and a downshift guide lamp 43. The shift position display unit 41 displays the current shift position. The upshift guide lamp 42 indicates that an upshift from the current shift position is recommended by lighting (may be blinking). The ECU 30 operates when the EV traveling immediately becomes possible by upshifting from the current shift position, or when the operating point corresponding to the required power is close to the predetermined region R1 by upshifting from the current shift position. When it becomes a point, the upshift guide lamp 42 is turned on. In this case, the gear ratio of the gear stage to which the upshift is performed is a gear ratio in which the operating point corresponding to the required power is an operating point in the predetermined region R1, or an operation point in the vicinity of the predetermined region R1 corresponding to the required power It is a gear ratio as a point.

  The downshift guide lamp 43 indicates that the downshift from the current shift position is recommended by lighting (may be blinking). The ECU 30 operates when the EV traveling is immediately possible by downshifting from the current shift position, or when the operating point corresponding to the required power is close to the predetermined region R1 by downshifting from the current shift position. When it becomes a point, the downshift guide lamp 43 is turned on. In this case, the gear ratio of the downshift destination gear is such that the operating point corresponding to the required power is the operating point in the predetermined region R1, or the operating point corresponding to the required power is the operation in the vicinity of the predetermined region R1. It is a gear ratio as a point.

  Operation | movement of the vehicle control apparatus 1-2 of this modification is demonstrated. As in the first embodiment (see FIG. 1), the ECU 30 is in a steady running state (S1-Y), and the magnitude of the vehicle speed difference between the current vehicle speed and the assumed vehicle speed X is less than 10 [km / h]. (S2-Y), the shift indicator 40 requests the driver to change gears. That is, the ECU 30 determines whether or not to prompt the gearshift operation by the shift indicator 40 based on the current vehicle speed and the assumed vehicle speed X.

  The ECU 30 can request the driver to upshift by turning on the upshift guide lamp 42, and can request the driver to downshift by turning on the downshift guide lamp 43. The hybrid vehicle 110 can be driven at a gear ratio at which EV driving is possible or a gear ratio at which EV driving can be expected by upshifting or downshifting by the driver in response to a shift request from the ECU 30. .

  The means for prompting the driver to upshift or downshift is not limited to the shift indicator 40. For example, the driver may be prompted to perform a shift operation by voice. In other words, any method can be used as long as it can prompt the driver to perform a shift operation by a method recognizable by vision or hearing.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. 8 and 9. In the second embodiment, the same reference numerals are given to components having the same functions as those described in the above embodiment, and duplicate descriptions are omitted. FIG. 8 is a flowchart showing the operation of the vehicle control device 1-2 of the present embodiment.

  The present embodiment is different from the first embodiment in that EV travel is enabled by adjusting the load of the auxiliary machine. Specifically, the required power is reduced by turning off the compressor 8 of the air conditioner, thereby enabling EV traveling.

  FIG. 9 is an explanatory diagram of auxiliary machine control of the present embodiment. In FIG. 9, the horizontal axis indicates the MG rotation speed, and the vertical axis indicates the MG torque. Since the required power for the power train including the engine 1 and the M / G 4 is determined in consideration of the load torque of the auxiliary machine, it is possible to reduce the required power by reducing the load torque of the auxiliary machine. is there.

  In FIG. 9, reference symbol P3 is an operating point corresponding to the required power when the compressor 8 is ON, and P4 is an operating point corresponding to the required power when the compressor 8 is turned OFF. The operating point P3 corresponding to the required power when the compressor 8 is ON is a point outside the predetermined region R1, and EV traveling cannot be executed as it is. On the other hand, when the compressor 8 is turned off, the required torque is reduced by the load torque of the compressor 8 acting on the crankshaft 1a. As a result, the torque required for EV travel (MG output torque required to overcome the load) decreases. When the compressor 8 is turned off, for example, the operating point P4 corresponding to the required power is a point on the limit output torque line Tmax, and the M / G4 can output the torque necessary for EV traveling. Therefore, when the vehicle speed is assumed to be EV traveling, the vehicle immediately enters the M / G4 driving range, and EV traveling becomes possible.

  The ECU 30 stops the compressor 8 when the operating point corresponding to the required power can be set to a point in the predetermined region R1 by reducing the torque for the air conditioning load. The ECU 30 disconnects the transmission of power between the crankshaft 1a and the compressor 8 by releasing a clutch that connects the compressor 8 and the crankshaft 1a. As a result, the operating point corresponding to the required power shifts to the point indicated by P4, and EV traveling becomes possible.

  Even if the operating point corresponding to the required power cannot be made the operating point in the predetermined region R1 by turning off the compressor 8, the operating point corresponding to the required power is set as the operating point in the vicinity of the predetermined region R1. If it is possible to do so, it can be expected that EV driving becomes possible due to changes in the driving state thereafter.

  For example, assuming that the current vehicle speed is (assumed vehicle speed X + α), the operating point corresponding to the required power may not be a point in the predetermined region R1 even when the compressor 8 is turned off at this vehicle speed (X + α). However, the operating point P41 when the compressor 8 is turned off is an operating point in the vicinity of the predetermined region R1, and if the vehicle speed changes to the assumed vehicle speed X and the operating point corresponding to the required power shifts to P4, EV traveling is performed. It becomes possible. In such a case, when the assumed vehicle speed X is reached by turning off the compressor 8 in advance at the time of the vehicle speed (X + α), the vehicle immediately enters the M / G4 operation range and EV travel becomes possible. Therefore, the fuel efficiency effect assumed at the time of design can be exhibited, and the improvement of fuel efficiency can be realized.

  The operation of this embodiment will be described with reference to FIG. The control flow shown in FIG. 8 is repeatedly executed at predetermined intervals while the hybrid vehicle 100 is traveling.

  In step S11, the ECU 30 determines whether or not the time during which the steady running is continued is longer than a predetermined time A [s]. As a result of the determination, if an affirmative determination is made (step S11-Y), the process proceeds to step S12. If not (step S11-N), the process proceeds to step S14.

  In step S12, the ECU 30 determines whether the magnitude of the vehicle speed difference between the current vehicle speed and the assumed vehicle speed X is less than 10 [km / h]. As a result of the determination, if an affirmative determination is made (step S12-Y), the process proceeds to step S13, and if not (step S12-N), the process proceeds to step S14.

  In step S13, the ECU 30 automatically turns off the drive of the compressor 8. When the air conditioner is a manual type, the driver may be prompted to turn off the air conditioner by an indicator or the like instead of automatically turning off the compressor 8 by the ECU 30. When step S13 is executed, this control flow ends.

  In step S14, the ECU 30 determines that there is no control. ECU30 complete | finishes this control flow, without performing control with respect to the compressor 8 for enabling EV driving | running | working.

  According to this embodiment, EV traveling is enabled by adjusting the load torque of the compressor 8. Therefore, it is possible to minimize the chances of EV travel assumed at the time of design as much as possible and to improve the fuel efficiency effect to the maximum.

  Note that when the load torque of the compressor 8 is reduced, the load on the compressor 8 may be reduced instead of turning off the drive of the compressor 8. For example, when a variable displacement compressor is used as the compressor 8, the load on the compressor 8 can be reduced by adjusting the displacement.

  The control for reducing the required torque is not limited to adjusting the load torque of the compressor 8. By adjusting the torque of auxiliary equipment other than the compressor 8, the required torque may be reduced to a torque that allows EV travel.

  The control for adjusting the load torque of the auxiliary machine may be executed in combination with the shift control of the first embodiment. For example, when the operating point corresponding to the required power cannot be set as the operating point in the predetermined region R1 only by the predetermined shift control, the operating point corresponding to the required power is set as the operating point in the predetermined region R1 or the predetermined region R1. You may make it reduce the load torque of an auxiliary machine so that it may transfer to the nearby operating point.

  The control for adjusting the load torque of the auxiliary machine may be executed in combination with the modification of the first embodiment. For example, in addition to prompting the driver to perform a shift operation to a predetermined gear ratio by the shift indicator 40, the operating point corresponding to the required power is shifted to an operating point in the predetermined region R1 or an operating point near the predetermined region R1. You may make it reduce the load torque of an auxiliary machine so that it may make it.

  The contents disclosed in each of the above embodiments and modifications can be executed in appropriate combination.

  As described above, the vehicle control device according to the present invention is suitable for improving fuel efficiency in a vehicle including a motor that can be powered.

1-1, 1-2 Vehicle control device 1 Engine 2 T / M (transmission)
4 M / G (motor)
7 Drive wheel 8 Compressor 30 ECU
40 Shift indicator 100, 110 Hybrid vehicle R1 Predetermined region Tmax Limit output torque line X Assumed vehicle speed (predetermined vehicle speed)

Claims (7)

Engine,
An electric motor capable of operating at an operating point within a predetermined area,
A transmission for connecting the engine and the electric motor to drive wheels of a vehicle;
With
A predetermined shift control for shifting the transmission to a predetermined gear ratio can be executed;
The predetermined gear ratio is a gear ratio in which an operating point of the electric motor corresponding to a required output required for the vehicle is an operating point in the predetermined region, or an operating point of the electric motor corresponding to the required output is A vehicle control apparatus characterized in that the transmission ratio is an operating point in the vicinity of a predetermined region. Whether to perform the predetermined shift control based on a predetermined vehicle speed that is a vehicle speed at which the vehicle can be driven by the output of the electric motor without depending on the output of the engine and the current vehicle speed of the vehicle. The vehicle control device according to claim 1, wherein it is determined whether or not. In addition to the predetermined shift control, the operating point of the electric motor corresponding to the required output is set as an operating point in the predetermined area, or the operating point of the electric motor corresponding to the required output is in the vicinity of the predetermined area. The vehicle control device according to claim 1, wherein a load torque of an auxiliary device of the vehicle is reduced so as to realize any one of operating points. Engine,
An electric motor capable of operating at an operating point within a predetermined area,
Information providing means for urging a driver of the vehicle to perform a shift operation to a predetermined gear ratio with respect to a transmission that connects the engine and the electric motor to driving wheels of the vehicle;
With
The predetermined gear ratio is a gear ratio in which an operating point of the electric motor corresponding to a required output required for the vehicle is an operating point in the predetermined region, or an operating point of the electric motor corresponding to the required output is A vehicle control apparatus characterized in that the transmission ratio is an operating point in the vicinity of a predetermined region. Based on a predetermined vehicle speed that is a vehicle speed at which the vehicle can be driven by the output of the electric motor without depending on the output of the engine, and the current vehicle speed of the vehicle, the information providing unit performs the predetermined operation. The vehicle control device according to claim 4, wherein it is determined whether or not to prompt the driver to perform a shift operation to a speed ratio of the vehicle. In addition to prompting the driver to perform a shift operation to the predetermined speed ratio, the operating point of the motor corresponding to the required output is set as an operating point in the predetermined area, or corresponds to the required output The vehicle control device according to claim 4 or 5, wherein a load torque of an auxiliary machine of the vehicle is reduced so as to realize any one of setting an operating point of the electric motor as an operating point in the vicinity of the predetermined region. Engine,
An electric motor,
A transmission for connecting the engine and the electric motor to drive wheels of a vehicle;
With
When the gear ratio of the transmission is a predetermined gear ratio and the vehicle travels constantly at a predetermined vehicle speed, the vehicle can travel with the output of the electric motor regardless of the output of the engine. ,
The vehicle control device characterized in that when the magnitude of the difference between the current vehicle speed of the vehicle and the predetermined vehicle speed is less than a predetermined value, the transmission is shifted to the predetermined gear ratio.

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