JP2016169659A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To charge a battery without excess or deficiency both at start of execution of vehicle stop idling stop control and at start of deceleration idling stop control in a vehicle control device.SOLUTION: A vehicle control device starts execution of idling stop control when either of a first start condition including vehicle stop or a second start condition including predetermined vehicle deceleration is satisfied, and then completes the execution when a predetermined completion condition is satisfied. During vehicle traveling, the vehicle control device calculates a target charge state required for a battery to compensate the amount of electric power predicted to be used during an execution period of the idling stop control, and controls power generation amount of a power generator so that the charge state of the battery is controlled to the target charge state. The vehicle control device predicts which condition out of the first start condition and the second start condition will be satisfied, and makes a correction so that the target charge state when the predicted satisfaction condition is the second start condition is made larger compared to when the condition is the first start condition.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device mounted on a vehicle capable of executing idling stop control.

  2. Description of the Related Art Conventionally, a system that performs idling stop control that automatically stops a vehicle engine is known (see, for example, Patent Document 1). The system described in Patent Document 1 starts executing idling stop control when a predetermined start condition (for example, the vehicle speed is less than a predetermined speed such as 10 km / h or completely zero) is satisfied. To do. In addition, during execution of the idling stop control, when a predetermined end condition (for example, it is detected that the accelerator pedal is depressed) is satisfied, the engine is automatically restarted and the idling stop control is executed. finish.

  Further, in the system described in Patent Document 1, an amount of power expected to be used during running of the vehicle and idling stop control is calculated, and a battery required to cover the calculated amount of power is calculated. The power generation amount of the alternator is controlled so that the remaining capacity of the battery does not fall below the capacity. According to such a configuration, it is possible to avoid the battery from being easily short of the remaining capacity during the idling stop control execution period, and to suppress the engine from being easily restarted.

International Publication No. 2013/072974

  By the way, as idling stop control, on condition that the vehicle starts to be stopped (hereinafter referred to as stop idling stop control), and on condition that the wheel speed becomes a predetermined vehicle speed (for example, 10 km / h) or less. (Ie, when the vehicle is decelerated) (hereinafter referred to as deceleration idling stop control). According to the stop idling stop control, the idling operation in which the engine operates while the vehicle is stopped can be stopped, so that the fuel consumption by the idling operation can be reduced. Further, according to the deceleration idling stop control, the period during which the engine is stopped can be lengthened as compared with the stop idling stop control, so that the fuel efficiency effect can be improved.

  However, if the period during which the engine is stopped becomes longer, the period during which only the battery provides the power necessary for the vehicle becomes longer. Therefore, compared with the stop idling stop control, the deceleration idling stop control increases the amount of power expected to be used during the control execution period, and the state of charge (SOC) required for the battery to cover the amount of power is increased. growing.

  Despite the occurrence of such a situation, as described in Patent Document 1, the amount of electric power that is expected to be used during the control execution period regardless of whether the vehicle is idling stop control or deceleration idling stop control while traveling. Is calculated and power generation control of the alternator is performed, the following inconvenience occurs. Specifically, the battery is likely to run out of remaining capacity in the middle of the execution period of the deceleration idling stop control, or the remaining capacity of the battery at the start of execution of the stop idling stop control because the alternator generates excessive power while the vehicle is running. May become excessively large.

  The present invention has been made in view of the above points, and is a vehicle capable of charging a battery without excess or deficiency both at the start of execution of stop idling stop control and at the start of execution of deceleration idling stop control. An object is to provide a control device.

  One aspect of the present invention is a vehicle control device mounted on a vehicle having an engine, a power generator that generates power by power from the engine, and a battery that can be charged by power generation of the power generator. The idling stop control for automatically stopping the vehicle is started when one of the first start condition including vehicle stop and the second start condition including predetermined vehicle deceleration is satisfied, and after the start of execution, An idling stop control unit that ends execution when a predetermined end condition is satisfied, and a period from the start of execution of the idling stop control to the end of execution when the first start condition or the second start condition is satisfied while the vehicle is traveling A target value calculation unit for calculating a target charging state required for the battery to cover the amount of power expected to be used in the vehicle, A power generation control unit that controls the amount of power generated by the generator so that the state of charge of the battery is controlled to the target state of charge, and any of the first start condition and the second start condition during vehicle travel When the second start condition is a condition where the next control prediction unit predicting whether or not the target charge state calculated by the target value calculation unit is predicted to be satisfied by the next control prediction unit It is a vehicle control apparatus provided with the correction | amendment part which correct | amends so that it may become large compared with the case where it is the said 1st start condition.

  According to the present invention, the battery can be charged without excess or deficiency both at the start of execution of the stop idling stop control and at the start of execution of the deceleration idling stop control.

It is a block diagram of the vehicle carrying the vehicle control apparatus which is one Example of this invention. It is a block diagram of the vehicle control apparatus which is one Example of this invention. It is a flowchart of an example of the main routine performed in order to estimate the target SOC value of a battery in the vehicle control apparatus of a present Example. It is a map for SOC allocation request | requirement level calculation of an example used in the vehicle control apparatus of a present Example. It is a table for target SOC value calculation of an example used in the vehicle control apparatus of a present Example. It is a flowchart of an example of a subroutine executed to calculate a travel environment index P necessary for calculating a target SOC value in the vehicle control apparatus of the present embodiment. It is a figure showing the difference of the engine stop timing at the time of stop idling stop control, and at the time of deceleration idling stop control.

  Hereinafter, specific embodiments of a vehicle control device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration diagram of a vehicle equipped with a vehicle control apparatus 10 according to an embodiment of the present invention. Moreover, FIG. 2 shows the block diagram of the vehicle control apparatus 10 of a present Example. The vehicle control device 10 according to the present embodiment is a control device mounted on a vehicle 18 having an engine 12, an alternator 14, and a battery 16.

  The engine 12 is an internal combustion engine that generates power by burning fuel such as gasoline or light oil. The engine 12 and the alternator 14 are connected via a drive mechanism 20. The power generated by the engine 12 is transmitted to the drive wheels 24 via the transmission 22 and is also transmitted to the alternator 14 via the drive mechanism 20. The alternator 14 is a generator that generates power using the power from the engine 12.

  The alternator 14 and the battery 16 are connected via a power line 26. The electric power generated by the alternator 14 is supplied to the battery 16 and the auxiliary machine 28 via the power line 26. The battery 16 is a direct-current lead-acid battery having an output voltage of about 14 volts. The battery 16 can be charged by power generation by the alternator 14. The auxiliary machine 28 is various electric loads such as an air conditioner and a light, and is operated by electric power from the battery 16 and the alternator 14.

  In the present embodiment, the vehicle 18 equipped with the vehicle control device 10 is a vehicle capable of executing idling stop control (that is, start-and-stop control (S & S control) or eco-run control). The idling stop control automatically stops the engine 12 when a predetermined start condition is satisfied, and automatically restarts the engine 12 when the predetermined end condition is satisfied after the automatic stop. It is. Predetermined start conditions are, for example, accelerator pedal off, brake pedal on, vehicle 18 stopping (vehicle speed has become zero), vehicle speed falling below a predetermined vehicle speed, and engine load being below a predetermined value. And so on. Further, the predetermined termination condition is, for example, that the accelerator pedal is on, the brake pedal is off, and the engine load has increased.

  As the idling stop control, execution starts on condition that the vehicle 18 stops (hereinafter referred to as stop idling stop control), and execution starts after vehicle deceleration (hereinafter referred to as deceleration idling stop control). ) The stop idling stop control and the deceleration idling stop control have different start conditions.

  Specifically, the start condition of the stop idling stop control includes at least a vehicle stop. The start condition of the deceleration idling stop control includes at least a predetermined vehicle deceleration (for example, the vehicle speed is less than a predetermined speed such as 10 km / h). Since the deceleration idling stop control is started while the vehicle is running, the start conditions for the deceleration idling stop control include the predetermined vehicle deceleration described above and the start conditions for the stop idling stop control. Predetermined conditions for ensuring safe driving, such as transmission hydraulic conditions, are not included. For this reason, when the predetermined condition for ensuring safe driving is not satisfied, the stop idling stop control may be started prior to the start of the deceleration idling stop control.

  In the present embodiment, the vehicle 18 can execute both stop idling stop control and deceleration idling stop control. That is, the vehicle 18 can execute the idling stop control in which the start condition is satisfied when one of the start condition of the stop idling stop control and the start condition of the deceleration idling stop control is satisfied. It is.

  The vehicle control device 10 includes an electronic control unit (hereinafter referred to as an ECU) 30 mainly composed of a microcomputer. The ECU 30 includes a CPU that executes programs, a ROM that stores programs and data, a RAM that temporarily stores data, and input / output ports connected to various sensors, actuators, and the like.

  The ECU 30 receives data necessary for determining whether or not the start condition of the idling stop control is satisfied and whether or not the end condition is satisfied, and data necessary for controlling the charging of the battery 16. Sensors connected to the ECU 30 include a vehicle speed sensor 32, a brake pedal sensor 34, an accelerator opening sensor 36, a battery sensor 38, an alternator sensor 40, and the like.

  The vehicle speed sensor 32 is a sensor that outputs a signal corresponding to the vehicle speed of the vehicle 18. The brake pedal sensor 34 is a sensor that outputs a signal corresponding to whether or not the brake pedal is depressed. The accelerator opening sensor 36 is a sensor that outputs a signal corresponding to the amount of depression of the accelerator pedal or the depression opening. The battery sensor 38 is a sensor that outputs the charge / discharge current and terminal voltage of the battery 16. The alternator sensor 40 is a sensor that outputs a signal corresponding to the output current of the alternator 14.

  The ECU 30 detects the vehicle speed of the vehicle 18 based on a signal from the vehicle speed sensor 32. Whether or not the brake pedal is depressed is determined based on a signal from the brake pedal sensor 34. Based on the signal from the accelerator opening sensor 36, the depression amount and the depression opening amount of the accelerator pedal are detected. Based on the signal from the battery sensor 38, the charging / discharging current, terminal voltage, etc. of the battery 16 are detected. Based on the signal from the alternator sensor 40, the output current of the alternator 14 is detected.

  The ECU 30 executes an idling stop control that automatically stops and restarts the engine 12 by controlling the engine starter 42 and the alternator 14 as actuators based on signals from various sensors and an engine control computer. At the same time, the state of charge (SOC) of the battery 16 is controlled. The SOC of the battery 16 is defined as a value obtained by dividing the capacity remaining in the battery 16 by the capacity stored when the battery 16 is fully charged.

  The ECU 30 includes an idling stop control unit 50 and an SOC control unit 52. The idling stop control unit 50 and the SOC control unit 52 are functions realized when the CPU of the ECU 30 executes a program.

  The idling stop control unit 50 determines whether or not a predetermined start condition is satisfied. Specifically, the idling stop control unit 50 determines whether or not a predetermined start condition is satisfied, specifically determines whether or not a stop idling stop control start condition is satisfied, and starts the deceleration idling stop control. It is determined whether or not the condition is satisfied.

  For example, the idling stop control unit 50 detects that the vehicle 18 has stopped, the detected vehicle speed is zero, the brake pedal is turned on, and when the other start conditions are satisfied, It is determined that the start condition is satisfied. Further, when the vehicle 18 is decelerated, the detected vehicle speed is equal to or lower than the predetermined vehicle speed, and it is detected that the brake pedal is turned on, and further, other start conditions including a predetermined condition for ensuring safe driving are satisfied Then, it is determined that the start condition for the deceleration idling stop control is satisfied.

  When it is determined that the start condition for the idling stop control is satisfied, the idling stop control unit 50 starts executing the idling stop control and instructs the engine control computer to automatically stop the engine 12. In this case, the engine 12 is stopped in accordance with an automatic stop command via the engine control computer by the idling stop control unit 50.

  The idling stop control unit 50 also determines whether or not a predetermined end condition is satisfied during execution of the idling stop control. For example, the idling stop control unit 50 detects that the brake pedal has been turned off during the execution of the idling stop control, and further determines that the end condition of the idling stop control is satisfied when another end condition is satisfied. Determine.

  When it is determined that the idling stop control end condition is satisfied, the idling stop control unit 50 instructs the engine control computer and the engine starter 42 to automatically restart the engine 12. In this case, the engine 12 is restarted according to an automatic restart command from the idling stop control unit 50.

  The SOC control unit 52 includes a target SOC estimation unit 54, an SOC calculation unit 56, and a feedback control unit 58. As will be described later in detail, the target SOC estimation unit 54 is a period from the start of execution (that is, automatic stop of the engine 12) to the end of execution (that is, automatic restart of the engine 12) during vehicle traveling (hereinafter referred to as “automatic restart of the engine 12”). The SOC required for the battery 16 to cover the amount of power expected to be used in the idling stop period is estimated as the target SOC value.

  The SOC calculation unit 56 calculates the current SOC value of the battery 16 (hereinafter referred to as the current SOC value) based on the charge / discharge current of the battery 16 detected using the battery sensor 38. Specifically, for example, the charge side of the battery 16 is integrated with the charge side as a positive value and the discharge side as a negative value, and the current SOC value is calculated. Note that the SOC calculation unit 56 is not limited to calculating the current SOC value based on the charge / discharge current of the battery 16, but instead of or in addition to the charge / discharge current, the battery electrolyte specific gravity or cell The current SOC value may be calculated based on the voltage, the battery terminal voltage, and the like.

  The feedback control unit 58 obtains a difference between the target SOC value by the target SOC estimation unit 54 and the current SOC value by the SOC calculation unit 56 while the vehicle is running, and obtains a voltage instruction value for matching the difference value to zero by feedback. Ask. The feedback control unit 58 outputs the voltage instruction value to the alternator 14 as the power generation instruction value of the alternator 14. The alternator 14 generates power with the power from the engine 12 in accordance with the voltage instruction value from the feedback control unit 58. In this case, the SOC value of the battery 16 is controlled to the target SOC value by power generation (fuel power generation) accompanied by fuel consumption of the engine 12 using the alternator 14.

  The SOC control unit 52 is provided with a battery control function and a charge control function. For the battery 16 (particularly in the case of a lead-acid battery), a usable SOC range is determined in advance from the request for a long life. Therefore, the following battery control is performed. That is, when the current SOC value of the battery 16 falls below the lower limit value (for example, 60%) of the usable SOC range, the SOC value of the battery 16 is quickly increased by increasing the power of the engine 12. Raise inward. Further, when the current SOC value of the battery 16 exceeds the upper limit value (for example, 90%) of the SOC range, the SOC value of the battery 16 is quickly brought into the SOC range by increasing the discharge amount of the battery 16. Move down.

  Even during the automatic stop of the engine 12 by the idling stop control, if the SOC value of the battery 16 falls below the lower limit value of the SOC range, the engine 12 is restarted assuming that the end condition of the idling stop control is satisfied. The SOC value of the battery 16 is controlled within the SOC range by fuel power generation accompanied by fuel consumption of the engine 12 using the alternator 14.

  In the charging control, the battery 16 is charged by regenerative power generation due to the deceleration while the vehicle 18 is decelerating, so that the battery 16 is charged by fuel power generation during traveling other than the decelerating traveling (during normal traveling). This process suppresses the fuel consumption. In the charge control, feedback control by the feedback control unit 58 during normal traveling is executed when the current SOC value of the battery 16 is lower than the target SOC value, and when the current SOC value exceeds the target SOC value, a predetermined power generation cut voltage Is supplied to the alternator 14 as a power generation instruction value.

  Next, the target SOC estimation unit 54 of the present embodiment will be described.

  The target SOC estimation unit 54 of the SOC control unit 52 of the ECU 30 includes a host vehicle state calculation unit 60, a travel environment calculation unit 62, an SOC distribution request level calculation unit 64, and a target SOC calculation unit 66.

  The own vehicle state calculation unit 60 predicts the state (own vehicle state) V of the vehicle 18. The host vehicle state V is a parameter that represents the degree to which the vehicle 18 will consume SOC in the future, and is, for example, the charge / discharge current of the battery 16 or the output current of the alternator 14. Based on the charge / discharge current of the battery 16 detected using the battery sensor 38 and the output current of the alternator 14 detected using the alternator sensor 40, the host vehicle state calculation unit 60 uses the auxiliary machine 28 and the like. The amount of power consumed is calculated as the vehicle state V.

  In addition, the own vehicle state calculation part 60 replaces with the electric current of the battery 16 or the alternator 14, and is air-conditioning information (for example, the difference of target temperature and vehicle interior temperature) corresponding to the power consumption of an air conditioner, or Further, the host vehicle state V may be obtained based on information indicating a warm-up state of the engine 12 such as a difference between the engine water temperature and the ambient temperature. In addition, the host vehicle state calculation unit 60 may calculate the host vehicle state V by combining two or more of the parameters described above.

  The travel environment calculation unit 62 predicts the travel environment of the vehicle 18. The traveling environment is a parameter that represents a period during which the vehicle 18 is expected to execute the idling stop control in the future, and specifically, a period during which the idling stop control is executed in a predetermined period (the automatic stop of the engine 12). Time). The traveling environment calculation unit 62 calculates a traveling environment index P that represents the traveling environment of the vehicle 18 as an index.

  The traveling environment calculation unit 62 includes a reference calculation unit 70, a next control prediction unit 72, and a correction unit 74. Based on the travel environment information, the reference calculation unit 70 represents a reference travel environment (specifically, a travel environment in which the vehicle idling stop control can be started by causing the vehicle to stop) by using an index. A running environment index P0 is calculated. Specifically, based on the vehicle speed detected using the vehicle speed sensor 32 as the travel environment information, a ratio of stop time in a predetermined period (for example, 10 minutes) retroactive from the present time is calculated, and the reference travel environment is calculated from the ratio. The index P0 is calculated. That is, the total of the stop time when the vehicle speed becomes zero in the predetermined period is obtained, and the ratio is calculated by dividing the total value by the total period of the predetermined period, thereby calculating the reference traveling environment index P0.

  If the ratio is high, it can be determined that the stop frequency and stop time of the vehicle 18 are long, and therefore it can be predicted that the stop frequency and stop time of the vehicle 18 will continue to be relatively long. Therefore, the reference calculation unit 70 sets the reference travel environment index P0 to a higher value as the ratio is higher. The reference running environment index P0 is not limited to being linearly changed according to the above ratio, but may be changed stepwise or discretely according to the ratio. Further, the reference calculation unit 70 may calculate the reference travel environment index P0 based on the wheel speed, the change rate of the wheel speed, the shift position, the gear ratio of the automatic transmission, or the like instead of based on the vehicle speed. Good.

  The next-time control predicting unit 72 determines whether the start condition expected to be satisfied at the latest timing from the present time in the vehicle 18 is the start condition related to the stop idling stop control or the start condition related to the deceleration idling stop control. Predict. That is, it is predicted whether the idling stop control (next S & S control) that is expected to be executed is the stop idling stop control or the deceleration idling stop control. The next-time control prediction unit 72 includes a first prediction unit 72a, a second prediction unit 72b, and a third prediction unit 72c.

  The first prediction unit 72a predicts the next S & S control based on information supplied from outside the vehicle (vehicle external information). The vehicle external information is information on a travel route that the vehicle 18 from the navigation system or the road information center is predicted to travel in the future, information on the presence or absence of traffic on the travel route, information on the maximum vehicle speed and the average vehicle speed on the travel route. Etc. In the vehicle external information, information that is highly likely to be subjected to stop idling stop control is distinguished from information that is likely to be subjected to deceleration idling stop control. The first predicting unit 72a predicts whether the next S & S control is the stop idling stop control or the deceleration idling stop control based on the vehicle external information.

  The second prediction unit 72b predicts the next S & S control based on the past idling stop control execution history. For example, of the plurality of idling stop controls executed in the past, the one with the higher execution ratio is set as the next S & S control to be predicted. In this prediction, a simple average of the number of times of stopping idling stop control and deceleration idling stop control may be used, or a weighted average considering the execution time of both controls may be used. The second predicting unit 72b may set the deceleration idling stop control that easily improves the fuel efficiency as the initial value of the next S & S control at the first time when there is no past idling stop control execution history.

  The third prediction unit 72c predicts the next S & S control based on the situation where the vehicle 18 is placed (own vehicle situation). The own vehicle status includes the water temperature of the vehicle 18, the oil temperature, and other requests to prohibit the deceleration idling stop control by the system. In the host vehicle situation, it is distinguished whether or not the deceleration idling stop control should be prohibited. The third prediction unit 72c predicts whether the next S & S control is the stop idling stop control or the deceleration idling stop control based on the own vehicle situation.

  The correction unit 74 corrects the reference travel environment index P0 calculated by the reference calculation unit 70 in accordance with the next S & S control predicted by the next control prediction unit 72. The correction in the correction unit 74 is performed in accordance with the next S & S control obtained by combining the prediction results in the prediction units 72a, 72b, and 72c of the next control prediction unit 72 and combining them. In this correction, the prediction results in the prediction units 72a, 72b, and 72c may be treated equally, or the prediction results may be weighted. In addition, when data necessary for correction by the correction unit 74 is insufficient, the deceleration idling stop control that easily improves the fuel efficiency may be used as the next S & S control for fail-safe.

  When the next S & S control predicted by the next control prediction unit 72 is predicted to be the stop idling stop control, the correction unit 74 corrects the reference running environment index P0 without correcting the reference running environment index P0. The driving environment index P is obtained by multiplying the coefficient “1”. On the other hand, when the next S & S control predicted by the next control prediction unit 72 is predicted to be the deceleration idling stop control, the reference traveling environment index P0 is corrected to be higher, that is, the reference traveling environment index P0 is changed to “ Multiply by a correction factor exceeding 1 "to obtain the driving environment index P.

  Both the own vehicle state calculation unit 60 and the travel environment calculation unit 62 always calculate after the vehicle 18 starts to be driven. The own vehicle state V calculated by the own vehicle state calculation unit 60 and the traveling environment index P calculated by the traveling environment calculation unit 62 are respectively supplied to the SOC distribution request level calculation unit 64.

  The SOC allocation request level calculation unit 64 calculates the SOC allocation request level L based on the host vehicle state V from the host vehicle state calculation unit 60 and the travel environment index P from the travel environment calculation unit 62. The SOC distribution request level L calculated by the SOC distribution request level calculation unit 64 is supplied to the target SOC calculation unit 66. Target SOC calculation unit 66 calculates a target SOC value of battery 16 based on SOC distribution request level L from SOC distribution request level calculation unit 64.

  Hereinafter, referring to FIG. 3 to FIG. 5, in the target SOC estimation unit 54, the target SOC value in the target SOC calculation unit 66 from the acquisition of the host vehicle state V and the travel environment index P in the SOC distribution request level calculation unit 64. The calculation and output will be described.

  FIG. 3 shows a flowchart of an example of a main routine that is executed by the target SOC estimation unit 54 of the ECU 30 to estimate the target SOC value of the battery 16 in the vehicle control device 10 of the present embodiment. FIG. 4 is a diagram showing an example SOC allocation request level calculation map used in the vehicle control apparatus 10 of the present embodiment. FIG. 5 is a diagram showing an example target SOC value calculation table used in the vehicle control apparatus 10 of the present embodiment.

  In the present embodiment, the target SOC estimation unit 54 of the ECU 30 repeatedly executes the routine shown in FIG. 3 every predetermined time (for example, 10 seconds or 1 minute) while the vehicle is traveling.

  The SOC allocation request level calculation unit 64 of the target SOC estimation unit 54 acquires the host vehicle state V obtained by the host vehicle state calculation unit 60 (step 100), and the travel obtained by the travel environment calculation unit 62. The environmental index P is acquired (step 110). Then, the SOC distribution request level calculation unit 64 uses the SOC distribution request level calculation map as shown in FIG. 4 to calculate the SOC distribution request level L based on the acquired own vehicle state V and the travel environment index P. Calculate (step 120).

  A usable SOC range is predetermined for the battery 16. The usable SOC range is allocated to the capacity required for idling stop control and the capacity required for charge control. The above SOC allocation request level L is determined based on the capacity for idling stop control and the charge. This parameter specifies the level of distribution with the control capacity. The above SOC allocation request level calculation map is map data in which the SOC allocation request level L corresponding to the relationship between the host vehicle state V and the travel environment index P is mapped as shown in FIG. Specifically, the higher the host vehicle state V, the higher the SOC allocation request level L, and the higher the traveling environment index P, the higher the SOC allocation request level L. The SOC distribution request level calculation map is determined in advance experimentally or based on simulation.

  In step 120, first, the SOC allocation request level calculation map is read from the ROM and the vehicle state V from the vehicle state calculation unit 60 and the travel environment from the travel environment calculation unit 62 are referred to. An SOC allocation request level L corresponding to the index P is calculated. The SOC distribution request level L calculated by the SOC distribution request level calculation unit 64 is supplied to the target SOC calculation unit 66.

  The target SOC calculation unit 66 acquires the SOC distribution request level L obtained by the SOC distribution request level calculation unit 64, and then uses the target SOC value calculation table as shown in FIG. Based on the level L, the target SOC value of the battery 16 is calculated (step 130).

  The target SOC value calculation table described above represents the relationship between the SOC distribution request level L and the target SOC value, as shown in FIG. 5, and the target SOC value is linearly set according to the SOC distribution request level L. It will change. The target SOC value calculation table is determined in advance experimentally or based on simulation. In step 130, the target SOC value calculation table is read, and the target SOC value corresponding to the SOC distribution request level L from the SOC distribution request level calculation unit 64 is calculated with reference to the table.

  As shown in FIG. 5, the target SOC value indicated by the straight line Z is a value set within the usable SOC range of the battery 16, and the usable SOC range is determined based on the idling stop control capacity and the charge control capacity. The distribution rate when allocated to and. That is, with respect to the usable SOC range of the battery 16, with the target SOC value indicated by the straight line Z as a boundary, the lower region is a region for idling stop control capacity, and the upper region is a region for charge control capacity Respectively. The target SOC value is set to a value obtained by adding the idling stop control capacity to the lower limit value of the usable SOC range.

  The charge control capacity is a capacity required by suppressing fuel power generation by charge control. The idling stop control capacity is a capacity that is expected to be used in a future idling stop period. The idling stop control capacity is set to the maximum expected size. The idling stop control capacity increases as the SOC distribution request level L increases.

  When the SOC of the battery 16 is controlled to be higher than the target SOC value indicated by the straight line Z, the remaining capacity within the usable SOC range corresponding to the SOC exceeds the capacity for idling stop control. Can be implemented appropriately, but an excess capacity will be generated. For this reason, the target SOC value indicated by the above-described straight line Z indicates an SOC that can appropriately perform idling stop control in the future and that can minimize the power generation amount of fuel power generation for SOC storage in the battery 16. It becomes.

  The target SOC value increases linearly as the SOC distribution request level L increases as described above, but the present invention is not limited to this. For example, the target SOC value increases linearly as the SOC distribution request level L increases when the SOC distribution request level L is less than or equal to a predetermined value, and maintains a constant value when the SOC distribution request level L exceeds the predetermined value. As such, it may be determined. This configuration is effective when the usable SOC range of the battery 16 is relatively small. Further, for example, the target SOC value may increase in a curve as the SOC distribution request level L increases.

  The target SOC calculation unit 66 of the target SOC estimation unit 54 outputs the target SOC value calculated as described above to the feedback control unit 58 (step 140). That is, the target SOC value calculated by the target SOC calculation unit 66 is supplied to the feedback control unit 58. The feedback control unit 58 supplies the alternator 14 so that the SOC value of the battery 16 matches the target SOC value based on the difference between the target SOC value from the target SOC estimation unit 54 and the current SOC value from the SOC calculation unit 56. Is obtained and output to the alternator 14. Thereby, the SOC value of the battery 16 is controlled to the target SOC value.

  The current SOC value indicates the remaining capacity of the battery 16, but when the current SOC value is within the charge control capacity within the usable SOC range by the above-described SOC control, that is, the battery When the remaining capacity of 16 exceeds the idling stop control capacity within the usable SOC range, charging control is performed and charging of the battery 16 by fuel power generation is suppressed. In addition, when the remaining capacity of the battery 16 decreases and falls below the idling stop control capacity, the SOC value is controlled to the target SOC value by fuel power generation, so the SOC of the battery 16 reduces the idling stop control capacity. A significant drop is avoided.

  The SOC value of the battery 16 gradually decreases until the vehicle 18 equipped with the vehicle control device 10 of the present embodiment starts to decelerate at least. When the vehicle 18 begins to decelerate, regenerative power generation is performed by the charge control, so that the SOC value of the battery 16 gradually increases. Further, during the period from the start of execution of the idling stop control to the end of execution (idling stop period), the engine 12 is stopped, so that the SOC value of the battery 16 gradually decreases due to power consumption by the auxiliary device 28. If the current SOC value falls below the lower limit value of the usable SOC range during the idling stop control execution period, the engine 12 is restarted assuming that the idling stop control end condition is satisfied, and the alternator 14 is driven by the power of the engine 12. Is generated, and the SOC value of the battery 16 is increased by the fuel power generation, but in this case, the fuel consumption is increased.

  On the other hand, in the vehicle control apparatus 10 of the present embodiment, the SOC value of the battery 16 is increased by fuel power generation when the remaining capacity of the battery 16 decreases and falls below the idling stop control capacity. This increase in the SOC value takes into consideration the maximum amount of electric power expected to be used in a future idling stop period. For this reason, even if the SOC value of the battery 16 decreases in the idling stop period, it is avoided that the current SOC value falls below the lower limit value of the usable SOC range, and as a result, in the middle of the idling stop period. It is suppressed that the engine 12 is restarted.

  When the engine 12 is restarted due to a shortage of SOC during the idling stop period, the required amount of fuel becomes larger than when the SOC is increased by increasing the power during the operation of the engine 12. That is, the fuel consumption effect per unit SOC (for example, SOC 1%) during engine operation is superior to that due to engine restart. Therefore, according to the present embodiment, it is possible to improve fuel efficiency.

  Hereinafter, with reference to FIG. 6 and FIG. 7, calculation of the travel environment index P in the travel environment calculation unit 62 in the target SOC estimation unit 54 will be described.

  FIG. 6 shows a flowchart of an example of a subroutine that is executed by the ECU 30 of the present embodiment so as to calculate the travel environment index P necessary for the ECU 30 to calculate the target SOC value. FIG. 7 is a diagram showing a difference in engine stop timing between the stop idling stop control and the deceleration idling stop control.

  The target SOC estimation unit 54 (specifically, the travel environment calculation unit 62) of the ECU 30 according to the present embodiment performs the routine shown in FIG. 6 while the vehicle is traveling, in particular, idling stop control (stop idling stop control and deceleration idling stop control). These are repeatedly executed every predetermined time (for example, 10 seconds, 1 minute, etc.) at a timing when the above is not executed.

  The travel environment calculation unit 62 calculates a reference travel environment index P0 representing the ratio of the stop time of the vehicle 18 during a predetermined period in the reference calculation unit 70 (step 200), and next time in the next control prediction unit 72. Whether the start condition of the stop idling stop control or the start condition of the deceleration idling stop control is satisfied, that is, whether the next S & S control is the stop idling stop control or the deceleration idling stop control. Is predicted (step 210).

  The stop idling stop control uses a vehicle stop as one of the starting conditions, while the deceleration idling stop control uses a predetermined vehicle deceleration (for example, when the vehicle speed is less than a predetermined speed such as 10 km / h). I will. For this reason, when focusing only on the vehicle speed and all other start conditions are satisfied, as shown in FIG. 7, the idling by the deceleration idling stop control is compared with the idling stop period (engine stop time) T1 by the stopping idling stop control. The stop period (engine stop time) T2 becomes longer by a predetermined period ΔT. As the idling stop period becomes longer, the maximum amount of power that is expected to be used in the idling stop period is also increased by that length.

  In spite of such a situation, if the target SOC value of the battery 16 calculated by the target SOC estimation unit 54 is uniformly set regardless of the next S & S control, the battery is in the middle of the execution period of the deceleration idling stop control. 16 may easily lead to a shortage of remaining capacity, or the alternator 14 may generate excessive power while the vehicle is running, and the remaining capacity of the battery 16 may become excessively large at the start of execution of stop idling stop control. For example, the driving environment index P calculated by the driving environment calculation unit 62 is always the reference driving environment index P0 based on the driving environment that causes the vehicle to stop by the stop idling stop control calculated by the reference calculation unit 70. In the middle of the execution period of the deceleration idling stop control, the battery 16 tends to run out of the remaining capacity.

  On the other hand, in the present embodiment, the driving environment calculation unit 62 calculates the reference driving environment index P0 that represents the ratio of the stop time of the vehicle 18 during the predetermined period in the reference calculation unit 70, and performs the next control. In the prediction unit 72, after predicting whether the start condition of the stop idling stop control and the start condition of the deceleration idling stop control will be satisfied next time, the reference is determined according to the condition predicted to be satisfied. The travel environment index P0 is corrected to calculate the travel environment index P (step 220).

  Specifically, when it is predicted that the start condition of the stop idling stop control will be satisfied next time, the reference travel environment index P0 is multiplied by the correction coefficient “1” without correcting the reference travel environment index P0. A driving environment index P is obtained. On the other hand, when it is predicted that the start condition of the deceleration idling stop control will be satisfied next time, the reference running environment index P0 is multiplied by a correction coefficient exceeding “1” to correct the reference running environment index P0 to be higher. Thus, the driving environment index P is obtained.

  Thus, in the present embodiment, when the next S & S control is predicted to be the deceleration idling stop control, the running environment index P is greater than when the next S & S control is predicted to be the stop idling stop control. Can be high. The SOC allocation request level L increases as the traveling environment index P increases. Further, the target SOC value becomes larger as the SOC distribution request level L is higher.

  Therefore, according to the present embodiment, the target SOC value of the battery 16 calculated by the target SOC calculation unit 66 of the target SOC estimation unit 54 is the stop idling stop control when the next S & S control is the deceleration idling stop control. The travel environment index P can be corrected so as to be larger than a certain time. Therefore, when the next S & S control is the deceleration idling stop control, the battery 16 calculated by the target SOC calculation unit 66 of the target SOC estimation unit 54 is compared with when the next S & S control is the stop idling stop control. The target SOC value can be increased.

  According to such a configuration, after the deceleration idling stop control is started, it is possible to prevent the battery 16 from being easily short of SOC during the execution period. In addition, it is possible to avoid the SOC of the battery 16 from becoming excessively large at the start of execution of the stop idling stop control when the alternator 14 generates excessive power while the vehicle is running. Can be prevented from increasing. Therefore, according to the vehicle control apparatus 10 of the present embodiment, the battery 16 can be charged without excess or deficiency both at the start of execution of the stop idling stop control and at the start of execution of the deceleration idling stop control.

  In the above embodiment, the start condition including at least the vehicle stop of the stop idling stop control is the start condition including at least the predetermined vehicle deceleration of the deceleration idling stop control in the “first start condition” described in the claims. The target SOC of the target SOC estimation unit 54 of the SOC control unit 52 of the ECU 30 is set to the “second start condition” described in the claims and the “target charging state” is set to the target SOC value in the claims. The calculation unit 66 sets the “target value calculation unit” described in the claims, the feedback control unit 58 of the SOC control unit 52 sets the “power generation control unit” described in the claims, and the next control prediction unit 72 (specifically Specifically, the first prediction unit 72a, the second prediction unit 72b, and the third prediction unit 72c) describe the “next control prediction unit” described in the claims, and the correction unit 74 describes the patent. The "correction unit" described in the scope of the determined, corresponds respectively.

  By the way, in the above embodiment, the next control predicting unit 72 predicts which of the start conditions for the stop idling stop control and the start conditions for the deceleration idling stop control will be satisfied next time. The vehicle external information by the first prediction unit 72a, the past idling stop control execution history by the second prediction unit 72b, and the host vehicle state by the third prediction unit 72c are used. However, the present invention is not limited to this, and at least one of them may be used.

  Further, in the above embodiment, when the next S & S control is predicted to be the deceleration idling stop control, the driving environment index P is obtained by multiplying the reference driving environment index P0 by a correction coefficient exceeding “1”. It is said. At this time, the correction coefficient may always be a constant value exceeding “1”, and this constant value takes into consideration the difference between the start condition of the stop idling stop control and the start condition of the deceleration idling stop control. What is necessary is just to be determined, and it may be determined according to the start condition of the deceleration idling stop control (for example, the magnitude of the predetermined speed as the start condition regarding the vehicle speed).

  The correction coefficient may be increased or decreased according to the execution rate (for example, execution time) of the deceleration idling stop per predetermined period in a range exceeding “1”. For example, the longer the execution time, the larger the correction coefficient. It may be a value. Further, the correction coefficient may be varied in a range exceeding “1” according to the possibility (probability) that the deceleration idling stop control start condition is satisfied. Specifically, it may be increased with respect to “1” as the start condition of the deceleration idling stop control is more likely to be satisfied.

  Further, in the above embodiment, after calculating the reference running environment index P0 that represents the running environment that can cause the vehicle to stop and start the stop idling stop control, the next S & S control is the stop idling stop control. When it is predicted that the reference driving environment index P0 is set as it is without correction, the reference driving environment index P0 is set as it is, and when the next S & S control is predicted to be the deceleration idling stop control, the reference driving environment index P0 is set. A value corrected so as to increase the index P0 is set as the traveling environment index P.

  However, the present invention is not limited to this, and conversely, after calculating a reference driving environment index P0 that expresses a driving environment that can cause the vehicle to decelerate and start executing the deceleration idling stop control as an index, the next time When the S & S control is predicted to be the deceleration idling stop control, the reference driving environment index P0 is set as it is without correction, while the next S & S control is predicted to be the stop idling stop control. In this case, a value corrected so as to reduce the reference traveling environment index P0 may be set as the traveling environment index P.

  Further, in the above-described embodiment, the reference driving environment index P0 that expresses the driving environment that can cause the vehicle to stop and the stop idling stop control can be started is corrected according to the next S & S control to correct the driving environment index P. And the target SOC value is calculated by calculating the SOC allocation request level L based on the traveling environment index P. However, the present invention is not limited to this, and after calculating the reference value of the SOC allocation request level L and thus the reference value of the target SOC value based on the reference running environment index P0, the SOC allocation request level The final reference SOC value may be calculated by correcting the reference value of L or the reference value of the target SOC value according to the next S & S control.

DESCRIPTION OF SYMBOLS 10 Vehicle control apparatus 12 Engine 14 Alternator 16 Battery 18 Vehicle 30 Electronic control unit (ECU)
50 Idling Stop Control Unit 52 SOC Control Unit 54 Target SOC Estimation Unit 56 SOC Calculation Unit 58 Feedback Control Unit 62 Traveling Environment Calculation Unit 70 Reference Calculation Unit 72 Next Control Prediction Unit 72a First Prediction Unit 72b Second Prediction Unit 72c Third Prediction Part 74 Correction part

Claims (1)

A vehicle control device mounted on a vehicle having an engine, a generator that generates power by power from the engine, and a battery that can be charged by power generation of the generator,
The idling stop control for automatically stopping the engine is started when one of a first start condition including a vehicle stop and a second start condition including a predetermined vehicle deceleration is satisfied, and the execution start is started. After that, an idling stop control unit that terminates execution when a predetermined termination condition is satisfied,
Requested for the battery to cover the amount of electric power expected to be used during the period from the start to the end of execution of the idling stop control when the first start condition or the second start condition is satisfied while the vehicle is running A target value calculation unit for calculating a target charging state to be performed;
A power generation control unit that controls the amount of power generated by the generator so that the state of charge of the battery is controlled to the target state of charge during vehicle travel;
A next control predicting unit that predicts which of the first start condition and the second start condition is satisfied while the vehicle is traveling;
The target charge state calculated by the target value calculation unit is larger than the first start condition when the condition predicted to be satisfied by the next control prediction unit is the second start condition. A correction unit that performs correction, and
A vehicle control device comprising:

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