JP3846419B2 - Vehicle control apparatus and control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control technique that is executed when a vehicle is decelerated, and more particularly, to a regeneration technique that recovers kinetic energy of the vehicle and a fuel cut technique that stops fuel supply to the engine of the vehicle.
[0002]
[Prior art]
When the vehicle is decelerated, for example, in a hybrid vehicle, regenerative power generation is performed to recover the kinetic energy of the vehicle as electric energy. If the effectiveness of the engine brake is improved during deceleration of the vehicle, the kinetic energy of the vehicle is lost by the engine brake, and regenerative power generation cannot be performed effectively. Further, when the vehicle is decelerated, a fuel cut that stops the fuel supply to the engine may be executed.
[0003]
Japanese Laid-Open Patent Publication No. 9-9415 (Patent Document 1) discloses a hybrid vehicle in which engine braking during braking is reduced to increase regenerative power and engine supplementation by an electric motor during high load is effectively performed.
[0004]
The hybrid vehicle disclosed in Patent Document 1 includes an engine and an electric motor, transmits at least one power to an output shaft, and via a multi-stage automatic transmission disposed between the engine and the output shaft. In a hybrid vehicle that performs gear shifting, while supplying electric power to the electric motor, a power source that receives return of regenerative electric power from the electric motor as a generator, and a shift point that determines the gear ratio of the multistage automatic transmission during regenerative braking of the vehicle body And a control circuit for moving in a direction in which the high-speed region is enlarged.
[0005]
According to this hybrid vehicle, the engine and the electric motor have a common output shaft. Therefore, for example, the rotation of the output shaft during braking is transmitted to the engine and the electric motor. Of these, the rotation of the output shaft transmitted to the electric motor rotates the electric motor to generate regenerative power. This regenerative power is returned to the power source and stored effectively. On the other hand, a part of the rotation of the output shaft that is transmitted to the engine is lost as an engine brake. That is, part of the kinetic energy that the vehicle main body has at the time of braking is effectively stored in the power source as regenerative power, and partly lost by engine braking. If much energy is consumed by the engine brake, the regenerative power is reduced accordingly. In general, the engine brake increases as the engine speed increases. Therefore, for example, when the automatic transmission has a plurality of gear ratios, and the output shaft rotation during braking is the same, the smaller the gear ratio of the automatic transmission, the higher the engine speed and the greater the engine brake acts. . A large engine brake consumes a lot of energy. At the time of braking, the shift point that determines the gear ratio of the multi-stage automatic transmission is moved in the direction in which the region where the small gear ratio is used is expanded. This lowers the engine speed and reduces the energy consumed by the engine brake. Accordingly, the regenerative power is increased correspondingly, and the power stored in the power source is increased. That is, with respect to the kinetic energy that the vehicle has at the time of braking, the consumed portion can be reduced, and the energy required for the reserve can be increased.
[0006]
[Patent Document 1]
Japanese Patent Laid-Open No. 9-9415
[0007]
[Problems to be solved by the invention]
However, in terms of improving energy efficiency, in addition to energy recovery by regenerative power generation, fuel cut for stopping fuel supply to the engine during braking is effective. In this fuel cut, the higher the engine speed, the longer the fuel cut execution time, so a smaller gear ratio is better. Since the invention disclosed in Patent Document 1 does not consider the improvement in energy efficiency due to this fuel cut, it can only achieve improvement in energy efficiency due to regenerative power generation. Therefore, depending on the driving state of the vehicle, even if the energy efficiency improvement by fuel cut is more effective than the energy efficiency improvement by regenerative power generation, only the energy efficiency improvement by regenerative power generation can be realized. .
[0008]
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a control method capable of improving energy efficiency optimally according to the driving state of the vehicle. is there.
[0009]
[Means for Solving the Problems]
The control device according to the first invention controls the vehicle by switching a plurality of control modes when the vehicle travels in a driven state. The control device selects one mode among a plurality of modes based on detection means for detecting a driving state of the vehicle and energy efficiency in the plurality of modes corresponding to the detected vehicle state. And selecting means.
[0010]
According to the first invention, the vehicle controlled by the control device travels while switching between a plurality of modes when traveling in a driven state. As this mode, because it is a driven state, for example, a regeneration priority mode that prioritizes regenerative power generation using rotation of the drive wheels, and a fuel cut priority mode that prioritizes stopping fuel supply to the engine, Set. In this regeneration priority mode, it is preferable to collect as much kinetic energy of the vehicle as possible without applying the engine brake as much as possible, so it is preferable to use a smaller gear ratio of the transmission. On the other hand, in this fuel cut priority mode, do not reduce the engine speed as much as possible (return from the fuel cut to prevent engine stall when the engine speed drops below the idle speed) and extend the fuel cut time to use as much fuel energy as possible. It is preferable not to use a higher transmission ratio of the transmission. Since the opposite gear ratios are set in this way, the selection unit selects one mode in which the energy efficiency is most improved based on the energy efficiency in each of these modes. As a result, it is possible to provide a vehicle control device that can improve energy efficiency optimally in accordance with the driving state of the vehicle.
[0011]
In addition to the structure of 1st invention, the control apparatus which concerns on 2nd invention is provided with the regeneration priority mode which performs the electric power regeneration by an electric motor preferentially over another mode as one of several modes. is there.
[0012]
According to the second aspect of the invention, the vehicle has an electric motor provided so as to be able to transmit power from the drive wheels, and the electric motor is used as a generator to perform power regeneration over the other modes. The regeneration priority mode to be executed is set in the control device as one of the modes. When the estimated energy efficiency of the regeneration priority mode is higher than the energy efficiency of other modes, the motor is used as a generator to actively perform power regeneration.
[0013]
In addition to the structure of 1st invention, the control apparatus which concerns on 3rd invention is provided with the fuel cut priority mode which performs the fuel cut of an engine preferentially over other modes as one of several modes It is.
[0014]
According to the third invention, the fuel cut mode in which the vehicle has an engine and the fuel supply to the engine is preferentially executed over the other modes is set as one of the modes in the control device. The When the estimated energy efficiency of the fuel cut mode is higher than the energy efficiency of the other modes, the fuel cut that stops the fuel supply to the engine is actively executed.
[0015]
In addition to the configuration of the second invention, the control device according to the fourth invention is such that when the regeneration priority mode is selected by the selection means, a region where a smaller gear ratio is used in the transmission of the vehicle is expanded. Furthermore, a change means for changing the shift line of the transmission is further included.
[0016]
According to the fourth aspect of the invention, in order to actively execute the regeneration priority mode, the kinetic energy of the vehicle must be avoided from being lost by the engine brake as much as possible, and the kinetic energy of the vehicle should be given to the generator. I must. In order to do this, it is necessary not to apply the engine brake. In order to prevent the engine brake from being applied, the transmission line of the transmission is changed to expand the area where a smaller transmission ratio in the transmission is used. As a result, as much kinetic energy of the vehicle as possible can be recovered as electric energy.
[0017]
In the control device according to the fifth aspect of the invention, in addition to the configuration of the third aspect of the invention, when the fuel cut priority mode is selected by the selection unit, a region where a larger gear ratio in the vehicle transmission is used is expanded. As described above, it further includes changing means for changing the shift line of the transmission.
[0018]
According to the fifth aspect of the invention, in order to actively execute the fuel cut priority mode, the engine speed must be avoided as much as possible below the fuel cut return speed and the fuel cut should be continued as long as possible. Don't be. In order to do this, it is necessary to maintain the engine speed at a high speed. In order to maintain the engine speed at a high speed, the shift line of the transmission is changed to expand a region where a larger gear ratio in the transmission is used. As a result, fuel energy can be used as little as possible.
[0019]
In the control device according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the detection means is at least one of set deceleration, battery condition and fuel cut feasibility. And means for detecting the driving condition of the vehicle.
[0020]
According to the sixth aspect of the present invention, the amount of regenerative power generation varies depending on the deceleration, the battery cannot be charged even if regenerative power generation is performed when the battery is fully charged or the battery temperature is low, and the fuel cut cannot be performed unless the conditions for executing the fuel cut are satisfied. Therefore, the driving state of the vehicle is detected so that these can be determined individually or a combination of these can be determined.
[0021]
A control method according to a seventh aspect of the invention controls a vehicle by switching a plurality of control modes when the vehicle travels in a driven state. The control method includes a detection step of detecting a driving state of the vehicle, a selection step of selecting one mode among the plurality of modes based on energy efficiency in the plurality of modes corresponding to the detected vehicle state, including.
[0022]
According to the seventh invention, the vehicle controlled by this control method travels while switching between a plurality of modes when traveling in a driven state. As this mode, for example, a regeneration priority mode that prioritizes regenerative power generation using rotation of the drive wheels and a fuel cut priority mode that prioritizes stopping the fuel supply to the engine are set. In the case of the regeneration priority mode, it is preferable to use a smaller gear ratio, and in the case of the fuel cut priority mode, it is preferable to use a larger gear ratio, which is a conflicting gear ratio setting. The selection step selects one mode with the highest energy efficiency based on the energy efficiency in each of these modes. As a result, it is possible to provide a vehicle control method that can optimally improve energy efficiency in accordance with the driving state of the vehicle.
[0023]
In addition to the configuration of the seventh invention, the control method according to the eighth invention includes a regeneration priority mode in which power regeneration by an electric motor is executed preferentially over other modes as one of a plurality of modes. is there.
[0024]
According to the eighth aspect of the invention, the regeneration priority mode in which the power regeneration is executed with priority over the other modes is set as one of the modes. When the estimated energy efficiency of the regeneration priority mode is higher than the energy efficiency of the other modes, the regeneration priority mode is actively executed.
[0025]
In addition to the configuration of the seventh invention, the control method according to the ninth invention includes a fuel cut priority mode in which the fuel cut of the engine is executed preferentially over the other modes as one of a plurality of modes. It is.
[0026]
According to the ninth aspect of the invention, the fuel cut mode for preferentially executing the stop of the fuel supply to the engine over the other modes is set as one of the modes. If the energy efficiency of the estimated fuel cut mode is higher than the energy efficiency of the other modes, this fuel cut is actively executed.
[0027]
In the control method according to the tenth invention, in addition to the configuration of the eighth invention, when the regeneration priority mode is selected in the selection step, a region where a smaller gear ratio in the transmission of the vehicle is used is expanded. As described above, the method further includes a changing step of changing the shift line of the transmission.
[0028]
According to the tenth invention, in order to positively execute the regeneration priority mode, it is necessary not to apply the engine brake, and in order to prevent the engine brake from being applied, the shift line of the transmission is changed. Thus, an area where a smaller gear ratio in the transmission is used is expanded. As a result, as much kinetic energy of the vehicle as possible can be recovered as electric energy.
[0029]
In the control method according to the eleventh aspect of the invention, in addition to the configuration of the ninth aspect, when the fuel cut priority mode is selected in the selection step, an area where a larger gear ratio in the vehicle transmission is used is expanded. The method further includes a changing step of changing a shift line of the transmission.
[0030]
According to the eleventh aspect of the invention, in order to positively execute the fuel cut priority mode, it is necessary to maintain the engine speed at a high speed. The line is changed to expand the area where a larger transmission ratio in the transmission is used. As a result, fuel energy can be used as little as possible.
[0031]
In the control method according to the twelfth invention, in addition to the configuration of any one of the seventh to eleventh inventions, the detection step includes at least one of set deceleration, battery condition, and fuel cut feasibility. The step of detecting the driving state of the vehicle is included.
[0032]
According to the twelfth invention, the regenerative power generation amount varies depending on the deceleration, the battery cannot be charged even if the regenerative power generation is performed when the battery is fully charged or the battery temperature is low, and the fuel cut cannot be performed unless the conditions for executing the fuel cut are satisfied. Therefore, the driving state of the vehicle is detected so that these can be determined individually or a combination of these can be determined.
[0033]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
[0034]
Hereinafter, a power train of a vehicle equipped with a control device according to an embodiment of the present invention will be described. In the following description, a mechanism for transmitting torque is described as a torque converter with a lock-up clutch having a torque amplification function, and a transmission is described as an automatic transmission. However, the present invention is not limited to this configuration.
[0035]
A vehicle controlled by an ECT_ECU (Electronic Controlled Automatic Transmission Electronic Control Unit) according to the present embodiment is equipped with an engine and an electric motor (hereinafter referred to as a motor generator) capable of transmitting power to the engine. Is done. The ECT_ECU controls the vehicle so as to execute either fuel cut or regenerative power generation by the motor generator according to the traveling state of the vehicle when the vehicle is decelerated. The electric motor is not limited to a motor generator, and may be an alternator having a power generation function.
[0036]
With reference to FIG. 1, the power train of the vehicle including the control device according to the present embodiment will be described. The control device according to the present embodiment is realized by ECT_ECU 400 shown in FIG.
[0037]
As shown in FIG. 1, this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, a motor generator 500 that assists the engine 100, and generates regenerative power based on the rotational force of driving wheels. The inverter 600 that controls the motor generator 500 and the oil pump 700 that is rotated by the driving force of the engine 100 are configured. In addition to the oil pump 700, an electric oil pump may be provided.
[0038]
The output shaft of the engine 100 is connected to the input shaft of the torque converter 200 via the engine inertia 110 schematically represented. Engine 100 and torque converter 200 are connected by rotating shaft 150. Therefore, output shaft speed N (E) of engine 100 and input shaft speed N (P) of torque converter 200 are the same. Further, the output torque of engine 100 is represented as T (E), and the input torque to torque converter 200 is represented as T (P).
[0039]
Motor generator 500 is configured to transmit power to rotating shaft 150 connecting engine 100 and torque converter 200. The motor generator 500 operates as a motor to assist the engine 100 in order to obtain a desired acceleration when the vehicle starts or accelerates. Also, during regenerative braking, it operates as a generator to convert kinetic energy into electrical energy and recover it. Details of these will be described later.
[0040]
The torque converter 200 includes a lock-up clutch 210 and includes a pump impeller 220 and a turbine impeller 230. Torque converter 200 and automatic transmission 300 are connected by rotating shaft 250. The output shaft rotational speed of the torque converter 200 is represented as N (T), and the output torque of the torque converter 200 is represented as T (T).
[0041]
The ECT_ECU 400 that controls these powertrains includes a pump rotation speed N (P), a turbine rotation speed N (T), an accelerator opening, a vehicle speed, a vehicle acceleration, a throttle opening, an AT signal, an engine coolant temperature signal, and a shift position. A signal is input. Further, a lockup clutch engagement pressure signal is output from the ECT_ECU 400 to the lockup clutch 210 of the torque converter 200. An AT control signal is output from the ECT_ECU 400 to the automatic transmission 300. A control signal from the ECT_ECU 400 indicating an output amount when the motor generator 500 is operated as a motor to the inverter 600 to control the rotation speed of the engine 100, an assist amount when the assist of the engine 100 is realized, and the motor A control signal representing the amount of regenerative power generated when the generator 500 is operated as a generator to realize the recovery of the rotational energy of the engine 100 or the recovery of the traveling energy of the vehicle is output.
[0042]
In FIG. 1, the power of the engine 100 or the engine 100 and the motor generator 500 is transmitted to drive wheels connected via an automatic transmission 300 provided with a torque converter 200 with a lock-up clutch. The torque converter 200 is a turbine connected to a pump impeller 220 fixed to a crankshaft (input shaft of the torque converter 200) 150 of the engine 100 and an input shaft (output shaft of the torque converter 200) 250 of the automatic transmission 300. An impeller 230, a lockup clutch 210 that directly connects the pump impeller 220 and the input shaft 250, and a stator 222 are provided.
[0043]
ECT_ECU 400 receives the target deceleration from the deceleration travel braking force setting switch. The deceleration traveling braking force setting switch is set by the vehicle driver with a deceleration force during deceleration traveling, that is, a braking force. The amount of regenerative energy varies depending on the target deceleration force.
[0044]
FIG. 2 shows a skeleton diagram of the automatic transmission 300, and FIG. 3 shows an operation table of the automatic transmission 300. According to the skeleton diagram shown in FIG. 2 and the operation table shown in FIG. 3, clutch elements (C (0) to C (2) in the figure) and brake elements (B (0) to B (4)) ), In which gear ratio the one-way clutch elements (F (0) to F (2)) are engaged and released. At the first speed used when the vehicle starts, the clutch elements (C (0), C (1)), brake elements (B (4)), and one-way clutch elements (F (0), F (2)) are engaged. Match.
[0045]
With reference to FIG. 4, a map showing shift lines stored in the memory of ECT_ECU 400 will be described. This map defines the upshift timing and the downshift timing based on the vehicle speed and the accelerator opening. FIG. 4 shows a 4 → 5 upshift line and a 5 → 4 downshift line. As shown in FIG. 4, the downshift line has two different changing characteristics in a region where the accelerator opening is small. The change characteristic (1) for changing the shift line when the accelerator opening is “0” to the higher speed side and the change characteristic (2) for changing to the lower speed side. The change characteristic (1) is a characteristic of moving the downshift line to the high speed side in order to enlarge the fuel cut region. As a result, the gear ratio on the low speed side (large gear ratio) is often used. The change characteristic (2) is a characteristic of moving the downshift line to the low speed side in order to enlarge the regeneration region. As a result, the gear ratio (small gear ratio) on the high speed side is often used.
[0046]
In the case of the change characteristic (1), do not reduce the engine speed as much as possible (return from the fuel cut to prevent engine stall when the engine speed drops below the idle speed), and extend the fuel cut time and use as little fuel energy as possible. Is preferred. For this reason, in order to use a larger gear ratio of the transmission as much as possible, the downshift line is moved to the high speed side.
[0047]
In the case of the change characteristic (2), it is preferable that the motor generator 500 collects as much kinetic energy of the vehicle as possible without applying the engine brake as much as possible. For this reason, in order to use a smaller gear ratio of the transmission as much as possible, the downshift line is moved to the low speed side.
[0048]
The ECT_ECU 400 can store such a map in the memory and move the downshift line. The ECT_ECU 400 determines whether the energy efficiency is more preferable in the case where the traveling energy is recovered by the motor generator or the case where the consumption of the fuel energy is reduced by the fuel cut based on the traveling state of the vehicle. The downshift line is moved based on (1) or the change characteristic (2), and finally the fuel consumption of the vehicle is improved.
[0049]
A control structure of a program executed by ECT_ECU 400 according to the present embodiment will be described with reference to FIG.
[0050]
In step (hereinafter step is abbreviated as S) 100, ECT_ECU 400 determines whether or not the vehicle is decelerating. This determination is made based on the time differential value of the vehicle speed input to the ECT_ECU 400. If the vehicle is decelerating (YES in S100), the process proceeds to S200. Otherwise (NO in S100), this process ends.
[0051]
In S200, ECT_ECU 400 determines whether or not regenerative power generation by motor generator 500 is possible. This determination is performed by operating the motor generator 500 as a generator to determine whether or not the battery can be charged with the regenerated power. For example, if the battery is fully charged or the temperature of the battery is low, it is determined that regenerative power generation is impossible because regenerative power generation is possible but charging is not possible. Further, it is determined that regenerative power generation is impossible even if the motor generator-related device is out of order. If regenerative power generation is possible (YES in S200), the process proceeds to S300. If not (NO in S200), the process proceeds to S500.
[0052]
In S300, ECT_ECU 400 determines whether or not fuel cut is possible. This determination is made based on whether or not engine 100 is combusting stably. If the fuel cut is possible (YES in S300), the process proceeds to S600. If not (NO in S300), the process proceeds to S400.
[0053]
In S400, ECT_ECU 400 selects the high speed priority shift line. That is, the change characteristic (2) in FIG. 4 is selected, and the downshift line is changed.
[0054]
In S500, ECT_ECU 400 selects a downshift priority shift line. That is, the change characteristic (1) in FIG. 4 is selected, and the downshift line is changed.
[0055]
In S600, ECT_ECU 400 reads the target deceleration input from the deceleration travel braking force setting switch. The greater the target deceleration, the greater the amount of regenerative power generated by the motor generator 500.
[0056]
In S700, ECT_ECU 400 compares energy efficiency to determine whether to give priority to regenerative power generation by motor generator 500 or to give priority to fuel cut of engine 100. Specifically, the ECT_ECU 400 sets the regenerative power generation amount based on the target deceleration read in S600. The regenerated energy is about 40% of the kinetic energy. Since it changes depending on the driving state of the vehicle, this 40% may be changed. Considering energy loss at the time of charging / discharging of the battery, it is assumed that about 70% of the regenerative energy becomes the next kinetic energy (this is assumed to be energy amount (A)). On the other hand, the ECT_ECU 400 calculates the amount of gasoline that cannot be used due to the fuel cut, and calculates the kinetic energy (this amount is referred to as energy amount (B)) extracted from the gasoline amount by setting the thermal efficiency of the gasoline to 30%, for example. . The ECT_ECU 400 compares the energy amount (A) and the energy amount (B) to determine which is more advantageous. This amount of energy (B) may be calculated by multiplying the amount of energy consumed when the engine 100 is idling by a coefficient. Note that the processing in S700 is not limited to such processing. What is necessary is just to be able to estimate energy efficiency for each operation mode and compare them.
[0057]
In S800, ECT_ECU 400 determines whether it is advantageous to perform regenerative power generation by motor generator 500 while engine 100 is rotated without performing fuel cut. This determination is made based on the energy amount (A) and energy amount (B) compared in S700. If it is advantageous to perform regenerative power generation (YES in S800), the process proceeds to S900. If not (NO in S800), the process proceeds to S1000.
[0058]
In S900, ECT_ECU 400 selects a small gear ratio shift line. That is, the change characteristic (2) in FIG. 4 is selected, and the downshift line is changed.
[0059]
In S1000, ECT_ECU 400 selects a large gear ratio shift line. That is, the change characteristic (1) in FIG. 4 is selected, and the downshift line is changed.
[0060]
An operation of ECT_ECU 400, which is a vehicle control apparatus according to the present embodiment, based on the structure and flowchart as described above will be described.
[0061]
If the vehicle is decelerating (YES in S100), regeneration is possible (YES in S200) and fuel cut is possible (YES in S300), the target deceleration is read (S600). . A regenerative power generation amount is calculated based on the target deceleration, and an energy amount (A) is estimated based on the regenerative power generation amount. The amount of gasoline that cannot be used due to the fuel cut is calculated, and the amount of energy (B) extracted from the amount of gasoline is estimated. The energy amount (A) based on the regenerative power generation amount is compared with the energy amount (B) based on the fuel cut (S700).
[0062]
As a result of comparison, if it is determined that regenerative power generation is more energy efficient (YES in S800), motor generator 500 can recover as much kinetic energy of the vehicle as possible without applying engine braking as much as possible. preferable. For this reason, it is preferable to use a small gear ratio of the transmission, so that the downshift line is moved to the low speed side in order to use the gear ratio of the transmission as small as possible.
[0063]
As a result of comparison, if it is determined that the fuel cut is more energy efficient (NO in S800), the fuel cut time is extended and the fuel energy is not used as much as possible without reducing the engine speed as much as possible. . For this reason, in order to use a gear ratio as large as possible, the downshift line is moved to the high speed side.
[0064]
If regenerative power generation is not possible (NO in S200), the downshift line is moved to the high speed side in order to extend the fuel cut time without reducing the engine speed as much as possible. If regenerative power generation is possible (YES in S200) and fuel cut is not possible (NO in S300), the downshift line is slowed down to increase the amount of regenerative power generation without applying engine braking as much as possible. Move to the side.
[0065]
As described above, according to the ECT_ECU according to the present embodiment, when the vehicle is decelerated, it is determined which is more energy efficient when performing regenerative power generation or when performing fuel cut. Then, a mode with advantageous energy efficiency is selected, and the downshift shift line is changed to further improve the energy efficiency in the selected mode. As a result, the energy efficiency can be optimally improved according to the driving state of the vehicle.
[0066]
Further, the switching between the two modes may be performed in a state that is not busy and has no problem in drivability. Further, the transmission may be a continuously variable transmission.
[0067]
In the above-described embodiment, the regenerative power generation priority mode and the fuel cut priority mode are described, but the present invention is not limited to these two modes, and may be three or more modes, A mode other than regenerative power generation and fuel cut may be used.
[0068]
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a power train of a vehicle equipped with a control device according to an embodiment of the present invention.
FIG. 2 is a skeleton diagram of the automatic transmission shown in FIG.
FIG. 3 is a diagram showing an operation engagement state of the automatic transmission shown in FIG. 1;
FIG. 4 is a shift diagram.
FIG. 5 is a flowchart showing a control structure of processing executed by the ECT_ECU according to the embodiment of the present invention.
[Explanation of symbols]
100 engine, 110 engine inertia, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 300 automatic transmission, 400 ECT_ECU, 500 motor generator, 600 inverter, 700 oil pump.

Claims (6)

When a vehicle having an engine and an electric motor provided to transmit power from the drive wheels travels in a driven state, the regeneration priority mode and the others execute power regeneration by the electric motor with priority over the other modes. A control device for controlling the vehicle by switching a plurality of control modes including a fuel cut priority mode for performing fuel cut of the engine with priority over the mode of
Detection means for detecting the driving state of the vehicle based on at least one of deceleration, battery condition and fuel cut feasibility ;
Selection means for selecting one of the plurality of modes based on energy efficiency in the plurality of modes corresponding to the detected vehicle condition ;
When the regeneration priority mode is selected by the selection means, the transmission line of the transmission is changed so that a region where a smaller gear ratio in the transmission of the vehicle is used is expanded, and the fuel cut is performed by the selection means. And a change unit for changing a shift line of the transmission such that a region where a larger gear ratio is used in the transmission is expanded when the priority mode is selected. The selection means selects the regeneration priority mode when the kinetic energy extracted from the regenerative energy is larger than the kinetic energy extracted from the gasoline amount that cannot be used by the fuel cut, and selects the fuel cut priority mode when the kinetic energy is small. The control device according to claim 1, comprising means for: When a vehicle having an engine and a motor provided so as to be able to transmit power from the drive wheels travels in a driven state, a regeneration priority mode and other modes that execute power regeneration by the motor preferentially over other modes A control device for controlling the vehicle by switching a plurality of control modes including a fuel cut priority mode for performing fuel cut of the engine with priority over the mode of
Detecting means for detecting the driving state of the vehicle;
Selecting means for selecting one of the plurality of modes based on energy efficiency in the plurality of modes corresponding to the detected vehicle condition;
The selection means selects the regeneration priority mode when the kinetic energy extracted from the regenerative energy is larger than the kinetic energy extracted from the gasoline amount that cannot be used by the fuel cut, and selects the fuel cut priority mode when the kinetic energy is small. A control device comprising means for selecting. When a vehicle having an engine and an electric motor provided to transmit power from the drive wheels travels in a driven state, the regeneration priority mode and the others execute power regeneration by the electric motor with priority over the other modes. A control method for controlling a vehicle by switching a plurality of control modes including a fuel cut priority mode for performing fuel cut of the engine with priority over the mode of
A detection step of detecting a driving state of the vehicle based on at least one of deceleration, battery state, and fuel cut feasibility ;
Selecting a mode of the plurality of modes based on energy efficiency in the plurality of modes corresponding to the sensed vehicle condition ;
When the regeneration priority mode is selected in the selection step, the transmission line of the transmission is changed so that a region where a smaller transmission ratio in the transmission of the vehicle is used is expanded, and the selection step And a changing step of changing a shift line of the transmission so that a region where a larger gear ratio is used in the transmission is expanded when the fuel cut priority mode is selected. The selection step selects the regeneration priority mode when the kinetic energy extracted from the regenerative energy is larger than the kinetic energy extracted from the gasoline amount that cannot be used by the fuel cut, and selects the fuel cut priority mode when the kinetic energy is small. The control method according to claim 4, comprising the step of: It has an engine and an electric motor that can transmit power from the drive wheels. When the vehicle is driven in a driven state, the regeneration priority mode for executing power regeneration by the electric motor preferentially over other modes and the fuel cut priority for executing fuel cut of the engine preferentially over other modes A control method for controlling a vehicle by switching a plurality of control modes including a mode,
A detection step for detecting a driving state of the vehicle;
Selecting a mode of the plurality of modes based on energy efficiency in the plurality of modes corresponding to the sensed vehicle condition;
The selection step selects the regeneration priority mode when the kinetic energy extracted from the regenerative energy is larger than the kinetic energy extracted from the amount of gasoline that cannot be used by the fuel cut, and selects the fuel cut priority mode when the kinetic energy is small. A control method including a step of selecting.

Images