JP2014114771A - Electric power control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric power control device for a vehicle, capable of inhibiting or preventing a driver from feeling incongruity with a change in the driving condition of auxiliary equipment when electric power generated depending on the travelling condition of the vehicle by a generator is abruptly changed.SOLUTION: An electric power control device for a vehicle predicts a power generation amount when executing at least either opening control such that the transmission of power between each of an internal combustion engine and the generator and a driving wheel is interrupted by a start clutch to reduce the revolutions of the internal combustion engine, or regeneration control such that the generator generates electric power with the travel inertial force of the vehicle in the state that each of the internal combustion engine and the generator and the driving wheel are connected in a power transmissive manner by the start clutch. Before starting the control after predicting the power generation amount, it starts to continuously change the power generation amount of the generator to be the predicted power generation amount.

Description

  The present invention relates to an apparatus for controlling electric power supplied to auxiliary equipment mounted on a vehicle, and more particularly to an apparatus for controlling electric power supplied to an auxiliary equipment from a generator and a main power source.

  There are various operating conditions required for the driving force source when the vehicle is traveling, and the driving force source needs to output a large torque when starting or accelerating. The braking force needs to be increased. Furthermore, when traveling while maintaining speed, it may not be necessary to generate either driving force or braking force. As described above, since the driving force source does not always need to output the driving force, in a vehicle equipped with the internal combustion engine as a driving force source, even if the main switch is on, Control that automatically stops and improves fuel consumption has been performed. Such control is sometimes referred to as stop-and-start (S & S) control or eco-run control. When the vehicle stops according to a stop signal, the control to stop the internal combustion engine or the accelerator pedal is returned. Control that stops the internal combustion engine when decelerating and control that stops the internal combustion engine when the accelerator pedal is returned while the vehicle is traveling at a vehicle speed of a certain level or higher are included.

  On the other hand, a conventionally known vehicle is equipped with a generator that generates power by regenerating the power output from the internal combustion engine and the traveling inertial force of the vehicle. Specifically, an alternator that generates electric power by transmitting and driving the power of the output shaft of the internal combustion engine is mounted. The electric power generated by the alternator is supplied to a battery for charging, or supplied to auxiliary equipment such as a headlight, a wiper, or an air conditioner. Therefore, when the internal combustion engine is stopped by the S & S control, the alternator cannot be driven by the power of the internal combustion engine, so the charge amount of the battery may be reduced or the auxiliary equipment may not be driven. There is sex.

  Therefore, Patent Document 1 discloses a vehicle configured to use a storage battery such as a capacitor in addition to a battery, and to temporarily drive auxiliary machinery with electric power stored by the storage battery. In the vehicle described in Patent Document 1, the generator and the auxiliary machinery are connected to the storage battery via the DC / DC converter, and the electric power generated by the generator while the internal combustion engine is driven. However, when power is not supplied to the auxiliary equipment and the storage battery and the generator stops when the internal combustion engine stops, the power stored in the storage battery is supplied to the auxiliary equipment via the DC / DC converter. It is configured. Patent Document 1 discloses a so-called stop S & S control that stops the internal combustion engine when the vehicle stops, and accordingly, when the electric power stored in the storage battery is small when the vehicle stops. Is configured to drive the internal combustion engine until a predetermined amount of power is stored, and to stop the internal combustion engine when the charge amount of the storage battery exceeds the predetermined amount of power. Therefore, the vehicle described in Patent Document 1 can stably drive the auxiliary machinery with the electric power stored in the storage battery even after the internal combustion engine is stopped.

JP 2012-70581 A

  When the S & S control for stopping the internal combustion engine is performed as described above, the generator connected to the internal combustion engine does not generate power. Therefore, the vehicle described in Patent Document 1 stores power while performing the S & S control. It is comprised so that it may supply from. On the other hand, when a storage battery is provided as described in Patent Document 1, the DC / DC is used to control the power supplied from the storage battery to the auxiliary machines or the power supplied from the generator to the storage battery. Since a control device such as a DC converter is required, the weight of the vehicle may increase or the mountability may decrease due to the installation of a control device such as a DC / DC converter or a storage battery such as a capacitor. There is sex. On the other hand, when the storage battery is not provided, the power charged in the battery is supplied to the auxiliary machines while the S & S control is executed. For this reason, if the generator does not generate power after starting the S & S control, the power supplied to the auxiliary equipment will suddenly decrease, and the function or driving state of the auxiliary equipment will change suddenly, making the driver feel uncomfortable. There is a possibility of feeling. In addition, not only when the S & S control is started and the generator stops generating power, but when the power generated by the output shaft of the internal combustion engine increases due to the application of an engine brake or the like, There is a possibility that the supplied electric power increases rapidly, the illuminance of the headlight increases rapidly, or the driving speed of the wiper increases rapidly, causing the driver to feel uncomfortable.

  The present invention has been made paying attention to the technical problem described above, and even if the power generated by the generator changes suddenly according to the running state of the vehicle, the driving state of the auxiliary machinery It is an object of the present invention to provide a power control apparatus for a vehicle that can suppress or prevent the driver from feeling uncomfortable due to the change in.

  In order to achieve the above object, the invention of claim 1 is directed to an internal combustion engine, a generator connected to the internal combustion engine so as to be able to transmit power, and main power that can be charged by the generator. A starting clutch having a power source and an auxiliary device driven by power supplied from the generator and the main power source, and capable of interrupting transmission of power between the internal combustion engine and the generator and driving wheels In the power control apparatus for a vehicle, the opening clutch that cuts off the transmission of power between the internal combustion engine and the generator and the drive wheels by the start clutch and reduces the rotational speed of the internal combustion engine and the start clutch In a state where the internal combustion engine and the generator and the driving wheel are connected so as to be able to transmit power, at least any one of regenerative control in which the generator generates electric power by a traveling inertia force of a vehicle is performed. The power generation amount when the power generation is performed is configured to start continuously changing the power generation amount of the generator toward the predicted power generation amount before starting the control for predicting the power generation amount. It is characterized by that.

  According to a second aspect of the present invention, in the first aspect of the invention, from the selected drive state of the auxiliary machine and the physical quantity of the environment in which the auxiliary machine performs its function, toward the predicted power generation amount. The power control apparatus for a vehicle is configured to determine a change rate for continuously changing the power generation amount of the generator.

  According to a third aspect of the present invention, in the second aspect of the invention, when the release control is executed after the regeneration control is executed, the charge amount of the main power source at the time of starting the release control is equal to or less than a predetermined charge amount. The power generation amount of the generator is determined so that the rate of change is smaller than the rate of change that continuously increases the power generation amount of the generator toward the predicted power generation amount. A power control apparatus for a vehicle characterized by the above.

  According to the present invention, the generator is connected to the internal combustion engine so that power can be transmitted, and the starting clutch is provided between the internal combustion engine and the generator and the drive wheels. Then, the amount of power generated when opening control for releasing the starting clutch to reduce the number of revolutions of the internal combustion engine, or regeneration control for generating power by the running inertia force of the vehicle while being connected so as to be able to transmit power by the starting clutch is performed. , And before the opening control and regenerative control are started, the power generation amount of the generator is continuously changed toward the predicted power generation amount. For this reason, the driving state of the auxiliary machine that is driven by power supplied from the generator and the main power supply changes abruptly as the power generation amount of the generator changes by executing the above-mentioned controls. Can be suppressed or prevented from feeling uncomfortable.

  In addition, when continuously changing the power generation amount of the generator toward the predicted power generation amount, the rate of change is determined according to the selected drive state of the auxiliary machine and the environment in which the auxiliary machine is to function. By determining from the physical quantity, it is possible to further suppress or prevent the driver from feeling uncomfortable due to the change in the power generation amount.

  Further, when performing the release control after executing the regenerative control, if the charge amount of the main power source at the time of starting the release control is equal to or less than the predetermined charge amount, the power generation of the generator toward the predicted power generation amount By making the rate of change smaller than the rate of change that continuously increases the amount of power, the amount of power generated by the main power supply can be increased before the amount of power generated by the generator decreases due to open control, and the amount of power generated It is possible to suppress or prevent the driver from feeling uncomfortable by changing to.

It is a block diagram for demonstrating an example of the control performed with the control apparatus which concerns on this invention. It is a schematic diagram for demonstrating an example of the power transmission device provided with the generator in this invention. It is a schematic diagram for demonstrating an example of the electric power circuit which has the generator. It is a figure for demonstrating the change prediction information of a battery line voltage. It is a figure for demonstrating the map which determines the change rate of a battery line voltage from the relationship between the illumination intensity selected of the headlight, and the illumination intensity outside a vehicle. It is a figure for demonstrating battery line temporary target value information. It is a figure for demonstrating a battery line target value.

  A vehicle that can be an object of the present invention includes an engine, a generator connected to the engine so as to be able to transmit power, a main power source capable of charging the power generated by the generator, the generator, and the main power source. As an example of the generator, there is an alternator coupled to the output shaft of the engine via a belt. FIG. 2 schematically shows an example of a power transmission device provided with the alternator. In the power transmission device shown in FIG. 2, an alternator 2 is connected to an output shaft 1 a of an engine (E / G) 1 and a transmission (T / M) 4 is connected via a start clutch 3. Drive wheels 6 and 6 are connected to the output shaft 4 a of the transmission 4 via a gear train such as a differential gear 5. The starting clutch 3 shown in FIG. 2 is capable of interrupting transmission of power between the engine 1 and the drive wheels 6 and 6, and is engaged by a hydraulic clutch or an electromagnetic actuator whose engagement force is controlled by a hydraulic actuator. It may be a friction engagement device such as an electromagnetic clutch that is controlled, such as a dog clutch that selectively engages a spline, a key, or the like to rotate the input side rotation member and the output side rotation member integrally. Various engagement devices can be used. Further, the power transmission device shown in FIG. 2 is provided with a starter motor 7 for cranking the engine 1. The transmission 4 shown in FIG. 2 is a stepped transmission that changes gears by changing a plurality of gears, or a continuously variable transmission that continuously changes the gear ratio by transmitting power by a belt or a toroidal. . Further, the starting clutch 3 may be incorporated in a transmission.

  The power transmission device configured as shown in FIG. 2 transmits part of the power output from the engine 1 to the alternator 2 when the power output from the engine 1 is transmitted to the drive wheels 6 and 6 and travels. To generate electricity. Further, when the vehicle 1 decelerates by applying a braking force due to a pumping loss of the engine 1, the engine 1 is rotated by the traveling inertia force of the vehicle, and the traveling inertia force is transmitted to the alternator 2 to generate electricity. Thus, the electric power generated by the power output from the engine 1 and the traveling inertial force is supplied to auxiliary equipment such as a headlight, a wiper, or a blower, and a part of the generated electric power is a main power source. The battery is charged. An example of the power circuit thus configured is schematically shown in FIG. In the power circuit shown in FIG. 3, an alternator 2 that is a generator, a starter motor 7, a battery 8 that is a main power source, and accessories 9 are connected in parallel. Therefore, when the alternator 2 is generating power, power based on the generated power and the power charged in the battery 8 is supplied to the auxiliary machinery 9. The starter motor 7 is driven when the engine 1 is stopped. Therefore, when the alternator 2 is generating power, the engine 1 is rotating at a predetermined rotational speed. The motor 7 is driven only by the electric power supplied from the battery 8.

  Various sensors are provided in the power transmission device and the power circuit described above. Specifically, a sensor that detects the engine speed, a sensor that detects the vehicle speed, a sensor that detects the amount of charge (SOC) of the battery 8, a sensor that detects the selected drive state of the auxiliary machinery 9, and the like are provided. ing. As an example of a sensor for detecting the selected driving state of the auxiliary machinery 9, in the case of a headlight, a sensor for detecting whether a vehicle width lamp, a fog lamp, a low beam or a high beam is selected. In the case of a wiper, it is a sensor that detects the selected speed of the wiper, and in the case of a blower, it is a sensor that detects the selected air volume. Signals detected by these various sensors are input to an electronic control unit (ECU) (not shown). The electronic control device includes a ROM that stores maps or arithmetic expressions prepared in advance by experiments and simulations, a RAM that temporarily stores signals detected by the sensors, and a sensor that is detected by the sensors. A CPU for determining a signal to be output from the signal and an arithmetic expression or a map is provided. Based on the signal input to the electronic control unit, the throttle opening of the engine 1, the transmission gear ratio of the transmission 4, the engagement or release of the starting clutch 3, the electromotive force supplied to the alternator 2, and the like are controlled. It is configured.

  In order to improve fuel efficiency, the vehicle configured as described above decelerates by applying a so-called engine brake by stopping the supply of fuel to the engine 1 when there is a deceleration request and a predetermined condition is satisfied. When it is not necessary to transmit the power from the engine 1 to the drive wheels 6 and 6 at the time of fuel cut control, deceleration, stop, or steady running, the starting clutch 3 is opened and the engine 1 is rotated independently. The opening control for stopping the rotation of 1 can be performed.

  Here, the control for releasing the starting clutch 3 and stopping the rotation of the engine 1 will be described. Control for temporarily stopping the engine 1 when a predetermined execution condition is satisfied is referred to as eco-run control or stop-and-start control (S & S control). In the following description, these controls are referred to as S & S control. The S & S control includes a stop S & S control that stops the engine 1 when the vehicle is stopped, and a deceleration that automatically stops the engine 1 when the accelerator pedal is returned and the brake pedal is depressed to decelerate toward the stop. There are S & S control and free-run S & S control in which the engine 1 is automatically stopped when the accelerator pedal is returned when the vehicle is traveling at a certain vehicle speed. The execution condition and the return condition will be explained. The stop S & S control is executed when the vehicle speed is “0” and the brake pedal is depressed and the brake pedal is depressed. It is started. The deceleration S & S control is executed when the accelerator pedal is released and the brake is turned on when the vehicle is traveling at a vehicle speed below a predetermined vehicle speed, and the brake is turned off or the accelerator pedal is depressed. And the engine 1 is started. The free-run S & S control is executed with the accelerator off in a state where the vehicle is traveling at a vehicle speed equal to or higher than a predetermined vehicle speed, and the engine 1 is started by returning with the accelerator on.

  When the operating state of the engine 1 is changed in order to improve the fuel consumption as described above, the power generation amount of the alternator 2 changes due to the change in the operating state of the engine 1. Therefore, it is suppressed that the electric power generation amount of the alternator 2 changes suddenly due to a change in the operating state of the engine 1 and the driver feels uncomfortable due to a sudden change in the driving state of the accessories 9. Alternatively, in order to prevent this, the power control apparatus for a vehicle according to the present invention predicts in advance when the operating state of the engine 1 changes, and before the actual operating state of the engine 1 changes, The amount is configured to change continuously or gradually.

  In the following description, deceleration S & S control will be described as an example. Since the deceleration S & S control is executed during deceleration, the fuel cut control may also be executed at the same time. Specifically, when it is determined that there is a braking request by depressing the brake pedal while the vehicle is traveling at a predetermined speed, first, fuel cut control is executed and the engine brake is applied to decelerate. To do. When fuel cut control is being performed, braking force may be simultaneously applied to the drive wheels 6 and 6 by a brake caliper. Then, when the fuel cut control is executed and the vehicle speed becomes equal to or lower than the predetermined vehicle speed, the engine 1 may be less than the idling speed at which the engine 1 can rotate independently. The starting clutch 3 is released to stop the engine 1 from rotating. That is, the deceleration S & S control is started after the fuel cut control is terminated.

  Therefore, when the vehicle is decelerating, the fuel cut control is started to drive the alternator 2 with the traveling inertia force of the vehicle to generate power. When the deceleration S & S control is started, power is transmitted to the alternator 2. Power generation ends because it is no longer possible. Therefore, the vehicle power control apparatus according to the present invention starts changing the power generation amount of the alternator 2 before the fuel cut control is started, and again before the deceleration S & S control is started. Start changing the amount.

  FIG. 1 is a block diagram for explaining an example of the control. In the control example shown in FIG. 1, first, the S & S start prediction unit 10 predicts the timing for starting the deceleration S & S control. Specifically, first, the current traveling position is grasped by a global positioning system (GPS), an inertial navigation device (INS) such as a vehicle speed or yaw rate sensor, or map information. Next, a route to be traveled in the future is predicted based on map information, past travel history, or route guidance information such as a navigation system. Then, the timing for starting the deceleration S & S control is predicted from the history of the past deceleration pattern and the map information such as information on the temporary stop or corner or traffic light based on the road sign.

  In addition, the S & S start prediction unit 10 predicts the time at which the deceleration S & S control is started, and at the same time, the regeneration start prediction unit 11 predicts the time at which the fuel cut control is started. Specifically, the current traveling position is grasped by a global positioning system (GPS), an inertial navigation device (INS) such as a vehicle speed or yaw rate sensor, or map information. Next, a route to be traveled in the future is predicted based on map information, past travel history, or route guidance information such as a navigation system. Then, the fuel cut start time is predicted from the past deceleration pattern history and map information such as temporary stop and corner or traffic light information based on road signs.

  Next, the battery voltage estimation unit 12 estimates the battery line voltage during the fuel cut control and the battery line voltage during the deceleration S & S control. The battery line voltage is a voltage value applied to the auxiliary machines 9 in the power circuit shown in FIG. 3 and is a voltage determined by the generated power and the power charged in the battery 8. First, the power generation amount during the fuel cut control, in other words, the regenerative power is predicted. Specifically, the regeneration during the fuel cut control is executed based on the map determined in advance by experiments or the like from the current vehicle speed and the deceleration (deceleration rate) predicted from the past history. Predict power. Next, while the fuel cut control is executed from the current state of charge (SOC) of the battery 8 or the battery state such as the deterioration state or the battery temperature and the regenerative power during the fuel cut control. Battery line voltage and battery line voltage during deceleration S & S control are predicted. Specifically, a map based on the current state of the battery 8 and the regenerative power during the execution of the fuel cut control is prepared in advance by experiments or the like, and the battery line voltage is predicted according to the map. During the deceleration S & S control, power is not transmitted to the alternator 2 and power is not generated, so that the battery line voltage is determined only by the power charged in the battery 8. Then, the battery line voltage change prediction information during the fuel cut control and the deceleration S & S control is generated, for example, as shown in FIG.

  As shown in FIG. 4, the battery line voltage changes stepwise when fuel cut control or deceleration S & S control is started. Therefore, in order to suppress or prevent the voltage applied to the auxiliary machinery 9 from changing abruptly as the battery line voltage changes stepwise, the driving state of the auxiliary machinery 9 is changed abruptly. The battery line voltage is changed at a predetermined change rate before fuel cut control or deceleration S & S control is started. The voltage gradual change processing unit 13 generates a rate of change when changing the voltage applied to the auxiliary machinery 9 or the battery line voltage. First, the rate of change for changing the battery line voltage is determined from the selected drive state of the auxiliary machinery 9 and the environmental state corresponding to the auxiliary machinery 9.

  FIG. 5 shows an example thereof, and the rate of change of the battery line voltage when the headlight as the auxiliary machinery 9 is turned on is obtained. Specifically, the driving state of the headlight, such as a vehicle width lamp (small), a vehicle width lamp and a fog lamp, a low (Lo) beam, and a high (Hi) beam, is shown as a light state. ) And the illuminance outside the vehicle, which is a physical quantity of the environment in which the headlight performs its function, and the battery line voltage is determined according to a map predetermined by experiments or the like. More specifically, when the vehicle width lamp is turned on in the daytime when the illuminance outside the vehicle is relatively bright, the rate of change in the headlight illuminance becomes relatively large by increasing the rate of change in the battery line voltage. However, there is a low possibility that the driver will feel uncomfortable such as a sudden decrease in the illuminance of the headlight. Therefore, in the example shown in FIG. 5, when the illuminance outside the vehicle is relatively bright and the headlight illuminance is relatively dark, the change rate of the battery line voltage is increased.

  On the other hand, when the headlight is turned on with a high beam when the illuminance outside the vehicle is relatively dark, such as in the dark, if the change rate of the battery line voltage is relatively large and the illuminance change rate of the headlight is large, the driver However, there is a high possibility that the user will feel uncomfortable when the illuminance of the headlight is suddenly reduced. Therefore, in the example shown in FIG. 5, when the illuminance outside the vehicle is relatively dark and the illuminance of the headlight is relatively bright, the change rate of the battery line voltage is reduced. That is, the rate of change of the battery line voltage is reduced as the illuminance outside the vehicle becomes dark, and the rate of change of the battery line voltage is reduced as the selected illuminance of the headlight becomes brighter. The rate of change of the battery line voltage determined based on the selected illuminance of the headlight and the illuminance outside the vehicle is referred to as a light voltage gradual change coefficient.

  The rate of change of the battery line voltage is determined based on the selected speed of the wiper and the amount of rain or the amount of water droplets, in the same manner as the above-described voltage gradual change coefficient for light. Specifically, the rate of change of the battery line voltage decreases as the selected speed of the wiper increases, and the battery increases as the amount of rain, which is the physical quantity of the environment in which the wiper performs its function, increases. The line voltage change rate is set to be small. The change rate of the battery line voltage determined based on the selected speed of the wiper and the rainfall is referred to as a wiper voltage gradual change coefficient. The rate of change of the battery line voltage is determined based on the selected air volume of the blower and the vehicle interior temperature. Specifically, the rate of change of the battery line voltage decreases as the selected air volume of the blower increases, and the vehicle interior temperature and the target vehicle interior temperature, which are physical quantities of the environment in which the blower functions, are determined. The rate of change of the battery line voltage is determined to decrease as the temperature difference increases. Note that the rate of change of the battery line voltage determined based on the selected air volume of the blower and the vehicle interior temperature is referred to as a gradual change coefficient for the blower.

  As described above, when the three auxiliary devices of the headlight, the wiper, and the blower are driving, even if only the driving state of any one of these auxiliary devices changes suddenly, the driver feels uncomfortable. Since there is a possibility, the voltage gradual change coefficient (hereinafter referred to simply as voltage gradual change coefficient) having the smallest change rate of the battery line voltage among the above-mentioned voltage gradual change coefficient for light, voltage gradual change coefficient for wiper, and gradual change coefficient for blower. The battery line temporary target value information is generated as shown in FIG. 6 on the basis of the voltage gradual change coefficient with the smallest change rate of the battery line voltage. Specifically, before the fuel cut control is started, the deviation between the battery line voltage and the current battery line voltage before the fuel cut control is started, in other words, the time point at which the fuel cut control is started, and the voltage The battery line voltage start time is determined based on the variable coefficient, and the battery line voltage is determined based on the voltage gradual change coefficient between the time when the battery line voltage is started and the time when fuel cut control is started. Increase the rate of change. Similarly, the deviation between the battery line voltage during execution of deceleration S & S control and the battery line voltage during execution of fuel cut control, the time point at which deceleration S & S control is started, and the voltage gradual change coefficient are as follows. Based on the voltage gradual change coefficient, the battery line voltage becomes a predetermined rate of change from the time when the battery line voltage is started to the time when the deceleration S & S control is started. To reduce. That is, at the time when fuel cut control or deceleration S & S control is started, the battery line voltage is based on the voltage gradual change coefficient before starting the control so that the battery line voltage is obtained while the control is being executed. Is continuously changed.

  Then, as shown in FIG. 6, the charge amount of the battery 8 when the battery line voltage is changed is predicted. Specifically, the amount of charge of the battery 8 from the present to the time when deceleration S & S control is started is predicted. The amount of charge of the battery 8 can be obtained by the product of the integrated value of the power applied to the battery 8 for charging before the deceleration S & S control is started and the charging efficiency of the battery 8. Note that the charging efficiency of the battery 8 can be determined by the specifications, characteristics, or deterioration state of the battery 8.

Furthermore, after the deceleration S & S control is started, power generation by the alternator 2 is not performed, so the auxiliary machinery 9 is driven only by the electric power charged in the battery 8. Therefore, in the control example shown in FIG. 1, the battery 8 is charged with the amount of power used while the deceleration S & S control is being executed by the S & S shortage prediction & addition processing unit 14. Specifically, first, the target battery remaining amount bt at the time of starting the deceleration S & S control is the sum of the target battery remaining amount bet at the end of the deceleration S & S control and the estimated energy consumption L at the time of the deceleration S & S control. Ask from. The formula for obtaining the target battery remaining amount is shown below.
bt = bet + L
The target battery remaining amount bet at the end of the deceleration S & S control is, for example, for igniting the electric power used to drive the starter motor 7 when returning from the deceleration S & S control or the ignition plug of the engine 1. This is a predetermined amount of power such as power to be used. The deceleration S & S control is performed while the engine 1 is stopped and decelerating, so the time for executing the deceleration S & S control from the deceleration obtained from the amount of depression of the brake pedal and the current vehicle speed. And the energy consumption prediction amount L can be obtained by obtaining the energy consumption when the power of the battery 8 is used during that period.

Next, an estimated battery remaining amount be at the time of starting the deceleration S & S control is obtained. Specifically, the remaining battery level at the time when the deceleration S & S control is started from the sum of the current remaining battery level bi and the charge amount bc of the battery when the battery line voltage is changed as shown in FIG. Estimated value be of. The formula for obtaining the estimated remaining battery capacity is shown below.
be = bi + bc

From the difference between the target battery remaining amount bt at the time of starting the deceleration S & S control and the estimated battery remaining amount be at the time of starting the deceleration S & S control, the amount of charge required until the deceleration S & S control is started. The shortage amount bl is obtained, and the battery temporary target value information shown in FIG. An expression for obtaining the shortage amount bl of the charge amount required until the deceleration S & S control is started is shown below, and an example of the battery line target value is schematically shown in FIG.
bl = bt -be
The battery line target value shown in FIG. 7 further reduces the rate of change of the battery line voltage until the fuel cut control in the battery temporary target value information is started. As a result, the time to start increasing the battery line voltage is faster than the time to start increasing the battery line voltage in the battery line temporary target value information, and the battery can be charged by that amount.

  By determining the battery line voltage target value and controlling the power generation amount of the alternator 2 as described above, the battery line voltage changes abruptly when fuel cut control is started or when deceleration S & S control is started. This can be suppressed or prevented. As a result, it is possible to suppress or prevent the driver from feeling a sense of incongruity due to a sudden change in the driving state of the auxiliary machinery 9 at the time when each control is started. In addition, since the rate of change for changing the battery line voltage is changed according to the selected driving state of the auxiliary machinery 9 and the state of the environment corresponding to the auxiliary machinery 9, the driver feels uncomfortable. Can be further suppressed or prevented. Furthermore, since it is configured to charge the amount of power required until the deceleration S & S control is completed at the time of starting the deceleration S & S control, the charge amount is insufficient while the deceleration S & S control is being executed. A situation such as restarting the engine 1 can be suppressed or prevented.

  Note that the output of the engine 1 is increased by an amount corresponding to the increase in the battery line voltage in addition to the output required for the current drive, and the speed of the transmission 4 is downshifted to increase the engine speed or the alternator 2 By increasing the electromotive force, it is possible to increase the power generation amount of the alternator 2, in other words, the battery line voltage, while maintaining the traveling state of the vehicle. Further, when the fuel cut control is executed, the power generation amount of the alternator 2, in other words, the battery line voltage can be reduced by reducing the electromotive force of the alternator 2.

  In addition, the control of the battery line voltage when executing the deceleration S & S control after executing the fuel cut control has been described as an example. For example, the vehicle is driven while the engine speed is driven at the idle speed. The same control can be performed even in the stop S & S control for stopping the engine 1 when the engine is stopped or the free-run S & S control for stopping the engine 1 during steady running. Specifically, the battery line voltage is calculated by obtaining the rate of change of the battery line voltage from the selected driving state of the auxiliary machinery 9 and the environmental state corresponding to the auxiliary machinery 9 prior to the engine 1 being stopped. By starting to decrease, when the engine 1 is stopped, it is possible to suppress or prevent the driver from feeling uncomfortable without the driving state of the auxiliary machinery 9 changing rapidly. Furthermore, similar control can be performed even in the case of control for releasing the starting clutch 3 and maintaining the engine speed at a predetermined speed such as an idle speed to improve fuel efficiency. That is, the control for releasing the starting clutch 3 and reducing the engine speed to the idle speed is aimed at reducing the output of the engine 1 and improving the fuel consumption. The power generation amount of the alternator 2 is relatively small. Therefore, in the case of control for improving the fuel efficiency by maintaining the engine speed at the idle speed, the drive state of the auxiliary machinery 9 may change as the engine speed is reduced to the idle speed. However, it is possible to suppress or prevent the driver from feeling uncomfortable by continuously changing the battery line voltage before the engine speed is reduced to the idle speed.

  Furthermore, in the example described above, the battery line voltage is configured to change at a predetermined rate of change, but in essence, the driving state of the auxiliary machinery changes when fuel cut control or S & S control is started. Thus, it is only necessary to suppress or prevent the driver from feeling uncomfortable, and the battery line voltage may not be changed at a constant rate of change. Moreover, the battery line voltage should just increase / decrease to the predetermined voltage before each control is started.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Alternator, 3 ... Starting clutch, 8 ... Main power supply, 9 ... Auxiliary machinery.

Claims (3)

Electric power is supplied from an internal combustion engine, a generator connected to the internal combustion engine so as to be able to transmit power, a main power source capable of charging electric power generated by the generator, and the generator and the main power source. A power control apparatus for a vehicle having a starting clutch capable of interrupting transmission of power between the internal combustion engine and the generator and driving wheels,
The internal combustion engine, the generator, and the drive are controlled by an opening control that cuts off the transmission of power between the internal combustion engine, the generator, and the drive wheels by the starting clutch, and reduces the rotational speed of the internal combustion engine. The power generation amount is predicted when at least one of the regeneration control in which the generator generates electric power by the running inertia force of the vehicle is executed in a state where the wheels are connected so as to be able to transmit power. A power control apparatus for a vehicle is configured to start continuously changing the power generation amount of the generator toward the predicted power generation amount before starting the control that predicts.   A rate of change that continuously changes the power generation amount of the generator toward the predicted power generation amount from the selected driving state of the auxiliary device and the physical quantity of the environment in which the auxiliary device performs its function. The vehicle power control device according to claim 1, wherein the vehicle power control device is configured to determine   When performing the release control after executing the regeneration control, when the charge amount of the main power source at the time of starting the release control is equal to or less than a predetermined charge amount, the power generation amount toward the predicted power generation amount The power control for a vehicle according to claim 2, wherein the power generation amount of the generator is determined so that the rate of change is smaller than a rate of change that continuously increases the power generation amount of the generator. apparatus.

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