JP5102101B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle.

In recent years, hybrid vehicles have been developed that travel by driving wheels by an engine and / or motor (electric motor). In this hybrid vehicle, the engine is assisted by a motor at the time of acceleration, and the battery or the like is charged by decelerating regeneration at the time of deceleration to ensure the remaining capacity of the battery (State Of Charge; SOC).
And the technique which improves a fuel consumption by controlling SOC of this battery suitably is proposed.
Here, like the hybrid vehicle drive control device of Patent Document 1, the distance between vehicles and the time between vehicles are measured using a laser radar, and the target deceleration (regeneration amount) of the own vehicle is calculated from the results. Has been proposed.
JP-A-10-73161

  By the way, with the technique of the patent document 1 mentioned above, the target deceleration (regeneration amount) of the own vehicle is calculated using a laser radar. In other words, as a result of changes in the vehicle speed of the preceding vehicle, changes in the inter-vehicle distance and inter-vehicle time appear, and the target deceleration is calculated from the results. there were.

  Therefore, the present invention has been made in view of the above circumstances, and provides a control device for a hybrid vehicle capable of quickly calculating an expected regeneration amount.

In order to solve the above problems, an invention described in claim 1 includes an engine (for example, the engine 2 in the embodiment) and at least one rotating electric machine (for example, the motor 3 in the embodiment) capable of powering and generating power. In a control device (for example, ECU 50 in the embodiment) of a hybrid vehicle (for example, hybrid vehicle 1 in the embodiment) including a power storage device (for example, battery 12 in the embodiment) that exchanges electric power with the rotating electrical machine. A host vehicle scheduled travel route determining means for determining a host vehicle scheduled travel route, and a preceding vehicle that is the host vehicle scheduled travel route and is currently traveling in front of the host vehicle (for example, the preceding vehicle in the embodiment) Preceding vehicle information acquisition means for acquiring the vehicle speed of the vehicle 1A) by receiving vehicle-to-vehicle communication or information from an external information collection terminal; Calculates a regenerative expectation amount based on the deceleration width of the preceding vehicle in the interval, with a target value changing means for changing the target SOC of the electric storage device based on the regenerative expectation amount and the deceleration width, the predetermined Ri said preceding vehicle differential der vehicle speed at the vehicle speed and the end of the preceding vehicle at the start of the section, the regenerative expectation amount to be calculated to be greater as the deceleration width of the preceding vehicle is large It is a feature.

According to a second aspect of the present invention, when the target value changing means subtracts the expected regeneration amount from the upper limit SOC of the power storage device is greater than the lower limit SOC of the power storage device, the target value changing means determines the target value changing means from the upper limit SOC of the power storage device. A value obtained by subtracting the expected regeneration amount is set as the target SOC, and when the value obtained by subtracting the expected regeneration amount from the upper limit SOC of the power storage device is equal to or lower than the lower limit SOC of the power storage device, the lower limit SOC is set as the target SOC. It is characterized by doing.

According to a third aspect of the present invention, the expected regeneration amount when the predetermined section has a downward slope is calculated to be larger than the expected regeneration amount when the predetermined section has an upward slope. It is said.

According to a fourth aspect of the present invention, a vehicle information acquisition means for acquiring vehicle speed and position information of the own vehicle, a vehicle speed and position information of the preceding vehicle are acquired by the preceding vehicle information acquisition means, and based on these information And an inter-vehicle distance calculating means for calculating an inter-vehicle distance or an inter-vehicle time between the own vehicle and the preceding vehicle, and a driving force setting means for setting the driving force of the own vehicle, the driving force setting means comprising: When the inter-vehicle distance or the inter-vehicle time is within a predetermined value, the driving force of the host vehicle is set so as to maintain the current inter-vehicle distance or the inter-vehicle time.

The invention described in claim 5, wherein further comprising a driving force setting means for setting a driving force of the vehicle, drive force setting means, wherein when the preceding vehicle is not the case or the vehicle speed change accelerated, and the When the vehicle speed of the preceding vehicle becomes equal to or higher than a predetermined value, and when the engine is in a fuel cut state and the accelerator pedal opening is equal to or lower than the predetermined value, the driving force of the preceding vehicle is Even if the fuel cut upper limit driving force is exceeded, the driving force of the host vehicle is set to the fuel cut upper limit driving force.

The inventor of the present application has found that the amount of regeneration in the planned travel route is closely related to the deceleration in the route. According to the first aspect of the present invention, by using inter-vehicle communication or an external information collecting terminal, the vehicle speed change can be obtained more accurately and earlier than when the vehicle speed change is detected using a conventional laser radar. can do. Further, since the expected regeneration amount is calculated based on the vehicle speed change of the preceding vehicle, long-term planned energy management can be performed using information on the preceding vehicle that is farther away. Furthermore, the expected regeneration amount is calculated based on the information of the preceding vehicle on the planned travel route of the host vehicle, and the target SOC is set based on the expected regeneration amount. Therefore, the expected regeneration can be obtained in the future. In anticipation of the amount, the electric power of the power storage device can be controlled to be used. That is, it is possible to prevent overcharging or regeneration overload of the power storage device.

According to the second aspect of the present invention, it is possible to control in a direction to use the electric power of the power storage device in anticipation of the expected regeneration amount that can be obtained in the future. Further, even when the expected regeneration amount is larger than the power that can be charged in the power storage device, the target SOC can be changed so that the power storage device can be charged as much as possible.

According to the third aspect of the present invention, the expected regeneration amount can be calculated with higher accuracy by considering the gradient information of the preceding vehicle. By setting the target SOC based on the expected regeneration amount, more appropriate energy management can be performed.

According to the fourth aspect of the present invention, when the distance between the vehicle and the preceding vehicle to be controlled approaches, cruise control is possible by maintaining the distance between the vehicles, and fuel efficiency can be improved.

According to the invention described in claim 5 , when the driver does not intend to follow the preceding vehicle and does not intend to accelerate too much, the fuel consumption is improved by setting the driving force to maintain the fuel cut. Can do.

(First reference example )
Next, a first reference example of the present invention will be described with reference to FIGS.
FIG. 1 is a schematic configuration diagram of a drive system of a hybrid vehicle. The hybrid vehicle 1 includes an engine 2, a front wheel motor (motor) 3 disposed on the output shaft of the engine 2 and directly connected to the engine 2, and a transmission 5 connected to the output shaft of the engine 2. A differential mechanism 8 connected to the output shaft of the transmission 5 via a clutch (not shown), left and right axle shafts 9a and 9b connected to the differential mechanism 8, and left and right connected to the axle shafts 9a and 9b. Front wheels 10a and 10b. As the transmission 5, either a stepped transmission or a pulley / belt type continuously variable transmission can be adopted, and further, either an automatic transmission or a manual transmission can be adopted.

  The motor 3 is connected to a power drive unit (hereinafter referred to as PDU) 13 that controls its operation. The PDU 13 is connected to a battery 12 that supplies power to the motor 3 or charges power from the motor 3. The battery 12 is connected to SOC detection means 11 for detecting the remaining capacity (hereinafter referred to as battery SOC or SOC). The motor 3 is driven by electric power supplied from the battery 12 via the PDU 13. Further, the motor 3 can perform regenerative power generation by rotation of the front wheels 10a and 10b and the power of the engine 2 during deceleration traveling, and can charge the battery 12 (energy recovery). Further, the PDU 13 is connected to an electric control unit (hereinafter referred to as ECU) 50. The ECU 50 is a control device for performing various controls of the entire vehicle. Moreover, the hybrid vehicle 1 is provided with a meter 42 (see FIG. 2) that detects the vehicle speed.

  FIG. 2 is a system configuration diagram of the hybrid vehicle. The hybrid vehicle 1 includes an IMA control system LAN 20, a control system LAN 30, and a vehicle body LAN 40, and is configured such that information obtained by each LAN is collected in the ECU 50 and the ECU 50 calculates the expected regeneration amount. Has been.

  In an IMA (Integrated Motor Assist) control system LAN 20, the PDU 13 and the inverter 21 are controlled by an instruction from the ECU 50, the engine 2 is used as the main power, and the motor 3 assists as necessary, such as starting and acceleration, and the electric energy. The system is configured to improve the regenerative efficiency and achieve ultra-low fuel consumption and clean performance.

  A car navigation system 31 is connected to the control system LAN 30. The car navigation system 31 is configured to be able to receive information from the preceding vehicle 1A (see FIG. 3) by inter-vehicle communication, for example, and can transmit the information to the ECU 50. The control system LAN 30 is connected to a brake regeneration coordination system 35 composed of a BRK-ECU 32 and a VSA-ECU 33. The system is configured to efficiently acquire regenerative energy by controlling the brake 36. Yes. Note that an IHCC (Intelligent Highway Cruise Control) 37 may be connected to the control system LAN 30 so as to be linked with respect to throttle control and brake control during high-speed traveling. The car navigation system 31 may be configured to be able to receive information from the internavi information center (external information collection terminal).

  In the vehicle system LAN 40, an air conditioner 41 and a meter 42 are connected, and the information can be transmitted to the ECU 50 via the control system LAN 30. The ECU 50 can calculate the expected regeneration amount based on various information.

  FIG. 3 is a schematic configuration diagram of an inter-vehicle communication network between a hybrid vehicle (own vehicle) and a preceding vehicle. The hybrid vehicle (own vehicle) 1 can obtain information from the preceding vehicle 1A. The information obtained from the preceding vehicle 1A is the position and vehicle speed transition (vehicle speed pattern) of a certain target section (the planned travel route that the hybrid vehicle 1 will travel from now on).

Here, a method for setting the target section will be described. For example, regeneration of the battery 12 can be expected at a deceleration point of the vehicle such as an intersection or a toll gate. Therefore, the target section of the energy management in this reference example is set in advance so as to include such a deceleration point of the vehicle. This target section is registered in the own vehicle 1 and the preceding vehicle 1A.

  That is, the preceding vehicle 1A transmits the position and the vehicle speed transition from the measurement start point S to the measurement end point E (target section) to the hybrid vehicle (own vehicle) 1, and the own vehicle 1 receives the information. Has been. Note that the hybrid vehicle (own vehicle) 1 can also receive gradient information of the planned travel route from the preceding vehicle 1A.

Further, the hybrid vehicle 1 of the present reference example has a cruise control function for maintaining the inter-vehicle time (inter-vehicle distance) with the preceding vehicle 1A. FIG. 4 is a block diagram showing a calculation method for calculating the driving force of the hybrid vehicle when the cruise control functions. Note that description of conventional general processing is omitted.
As shown in FIG. 4, the inter-vehicle time maintenance control execution determination unit 71 can determine whether or not to execute cruise control from the vehicle speed V ′ and position information of the preceding vehicle 1A. In addition, the target inter-vehicle time calculation unit 72 can calculate the target inter-vehicle time from the vehicle speed V of the host vehicle 1, the vehicle speed V 'of the preceding vehicle 1A, position information, and the like.

  Further, the required driving force calculation unit 73 can calculate the required driving force of the hybrid vehicle 1 based on the results of the inter-vehicle time maintenance control execution determination unit 71, the target inter-vehicle time calculation unit 72, and the like. On the other hand, based on the vehicle speed V and position information (gradient information) of the host vehicle 1, the F / C / cylinderless upper limit driving force calculation unit 74 can calculate F / C / cylinderless upper limit driving force. . Then, based on the results of the required driving force calculation unit 73 and the F / C / cylinder suspension upper limit driving force calculation unit 74, the F / C / cylinder suspension upper limit driving force maintenance determination unit 75 determines that the hybrid vehicle 1 is F / C •. It can be determined whether or not to maintain with the driving force of the cylinder deactivation upper limit driving force.

(Target SOC calculation method)
Next, a method for calculating the target SOC and driving force of the hybrid vehicle will be described with reference to the flowcharts of FIGS.
In S1, it is determined whether inter-vehicle communication is possible between the hybrid vehicle 1 and the preceding vehicle 1A. If communication is possible, the process proceeds to S2, and if communication is not possible, normal target SOC calculation control is performed. The process ends.

  In S2, the travel planned route of the hybrid vehicle (own vehicle) 1 is determined, and the process proceeds to S3. Note that the planned travel route is determined based on the learning function such as the approach probability at the intersection of the preceding vehicle 1A and the commuting route storage means.

In S3, it is determined whether or not the target section of energy management is included in the planned travel route determined in S2. If the target section is included, the process proceeds to S4, and the target section is not included. , Normal target SOC calculation control is performed, and the process ends.
In S4, position information such as the vehicle speed V ′ and gradient information of the preceding vehicle 1A is received by inter-vehicle communication, and the information is transmitted to the ECU 50. If the information of the preceding vehicle 1A is received, it will progress to S5.

In S5, the vehicle speed V and position information of the hybrid vehicle (own vehicle) 1 are read and transmitted to the ECU 50, and the process proceeds to S6.
In S6, the ECU 50 calculates a difference ΔV (= V−V ′) between the vehicle speed V of the host vehicle 1 and the vehicle speed V ′ of the preceding vehicle 1A, and proceeds to S7.

In S7, the expected regeneration amount is obtained based on ΔV calculated in S4 and the position information of the preceding vehicle 1A, and the process proceeds to S8.
Here, the method for calculating the expected regeneration amount will be described in detail. The inventor of the present application has found that the relationship between the Δ vehicle speed (1 minute vehicle speed change of the hybrid vehicle 1) and the regenerative amount is shown in the graph of FIG. 8 by conducting experiments under various driving conditions. FIG. 8 is a graph showing the relationship between the vehicle speed change (Δ vehicle speed) per minute and the regeneration amount of the hybrid vehicle 1. This data is measured when the hybrid vehicle 1 travels on a flat ground, travels uphill, and travels downhill. The horizontal axis represents the vehicle speed at which the hybrid vehicle 1 is decelerated in one minute. As shown in FIG. 8, it can be seen that when the Δ vehicle speed (deceleration) of the hybrid vehicle 1 increases, the regenerative amount also increases correspondingly and is in a substantially proportional relationship. Furthermore, even when the Δ vehicle speed in the planned travel route is the same, the regenerative amount increases when the average gradient in the planned travel route is downhill (downhill), and the regenerative amount is high when the road is uphill (uphill). It is running low. Therefore, the RAM provided in the ECU 50 of the present reference example includes the expected regeneration amount table shown in FIG. 7 in which the graph of FIG. 8 is corrected based on the gradient information. In this expected regeneration amount table, the expected regeneration amount differs depending on the gradient even at the same Δ vehicle speed (ΔV), and the expected regeneration amount is greater on the downhill than on the uphill.
That is, the expected regeneration amount is calculated using the expected regeneration amount table in FIG.

  In S8, the difference between the preset upper limit SOC of the battery 12 and the expected regeneration amount is calculated, and it is determined whether or not the result is larger than the preset lower limit SOC of the battery 12. When the difference between the upper limit SOC and the expected regeneration amount is larger than the lower limit SOC, the process proceeds to S9, and when the difference between the upper limit SOC and the expected regeneration quantity is less than the lower limit SOC, the process proceeds to S10.

In S9, the difference between the upper limit SOC and the expected regeneration amount is set as the target SOC, and the process proceeds to S11.
In S10, the lower limit SOC is set as the target SOC, and the process proceeds to S11.

  Then, the utilization ratio of the motor 3 driven by the power supply from the battery 12 is increased so that the target SOC is reached before the start of the target section, and the utilization ratio of the engine 2 is decreased. By doing in this way, the fuel consumption of the hybrid vehicle 1 can be improved. That is, by setting the target SOC as described above and efficiently using the battery 12, it is possible to reliably acquire the expected regeneration amount that can be acquired in the future.

(Driving force calculation method)
In S11, the inter-vehicle time between the own vehicle 1 and the preceding vehicle 1A is calculated from the vehicle speed difference ΔV between the own vehicle 1 and the preceding vehicle 1A and the respective position information, and the process proceeds to S12. When another vehicle is running between the host vehicle 1 and the preceding vehicle 1A, the inter-vehicle time with the nearest vehicle (other vehicle) is calculated.
In S12, it is determined whether the inter-vehicle time calculated in S11 is within a predetermined value. If the inter-vehicle time is within the predetermined value, the process proceeds to S13, and if the inter-vehicle time is greater than the predetermined value, the process is terminated.
In S13, cruise control is performed. That is, the driving force for maintaining the inter-vehicle time (inter-vehicle distance) between the host vehicle 1 and the preceding vehicle 1A (nearest vehicle) is set as the required driving force of the hybrid vehicle 1, and the process proceeds to S14. .

In S14, a vehicle speed difference ΔV between the host vehicle 1 and the preceding vehicle 1A is calculated, and it is determined whether ΔV is greater than zero. When ΔV is larger than 0, that is, when the own vehicle 1 is faster than the preceding vehicle 1A, the process is terminated while the requested driving force of the own vehicle 1 is kept as the inter-vehicle time maintaining driving force. When ΔV is 0 or less, that is, when the preceding vehicle 1A is faster than the host vehicle 1, the process proceeds to S15.
In S15, it is determined whether or not the host vehicle 1 is in the fuel cut state. If the fuel cut is in progress, the process proceeds to step S16. If the host vehicle 1 is not in the fuel cut state, the required driving force of the host vehicle 1 is set as the inter-vehicle time maintaining driving force. The process is terminated while keeping it.

In S16, the opening degree of the accelerator pedal of the own vehicle 1 is detected, and it is determined whether or not the opening degree of the accelerator pedal is larger than a predetermined value. When the opening degree of the accelerator pedal is smaller than the predetermined value, the process proceeds to S17, and when the opening degree is larger than the predetermined value, the process is terminated while the required driving force of the own vehicle 1 is set as the inter-vehicle time maintaining driving force. .
In S17, fuel cut maintenance control is performed. That is, the driving force (F / C / cylinder suspension upper limit driving force) that allows the vehicle 1 to travel on the motor 3 alone is changed to the required driving force of the hybrid vehicle 1, and the processing is terminated.

  FIG. 9 is a time chart that is an image of the processing after S9 described above. As shown in FIG. 9, when the vehicle speed difference ΔV between the host vehicle 1 and the preceding vehicle 1 </ b> A is within a certain range and the fuel cut is in progress, the fuel efficiency improvement operation such as the fuel cut is basically maintained. Then, after time t1, the vehicle speed V ′ of the preceding vehicle 1A becomes equal to or higher than a predetermined value, the preceding vehicle 1A becomes faster than the own vehicle 1, the own vehicle 1 is in a fuel cut, and the opening degree of the accelerator pedal is When it is smaller than the acceleration intention determination line, the driving force of the host vehicle 1 is maintained at the F / C / cylinderless upper limit driving force. That is, the distance from the preceding vehicle 1A increases, but the host vehicle 1 is in a driving state for improving fuel efficiency.

On the other hand, when the accelerator pedal opening of the host vehicle 1 is stepped on to become larger than the acceleration intention determination line after time t2, the fuel cut state is released, the vehicle speed V of the host vehicle 1 is increased, and the preceding vehicle 1A is predetermined. It is possible to approach again until the following inter-vehicle time (inter-vehicle distance).
For canceling the operation mode, the accelerator pedal depression amount, the brake operation, the upper limit driving force, and the like are set in advance. FIG. 9 shows an example of the fuel cut maintaining control with the constant vehicle speed, but the same method can be used for the constant inter-vehicle distance type and the non-cylinder maintaining control. Furthermore, in order to perform the fuel cut operation, other than the upper limit driving force, the warm-up of the engine 2 has been completed, the failure has been detected, and each hardware sensor such as not sudden braking is normal. The condition must be met.

According to the present reference example , the expected regeneration amount is calculated based on the relative speed change (vehicle speed difference ΔV) with the preceding vehicle 1A on the planned travel route, so the expected regeneration amount can be calculated quickly. Moreover, since the target SOC is set based on the expected regeneration amount, it is possible to control in a direction to use the power of the power storage device in anticipation of the expected regeneration amount that can be obtained in the future. That is, it is possible to prevent overcharging or regeneration overload of the power storage device. In addition, by using the inter-vehicle communication, the vehicle speed change can be acquired quickly and accurately. That is, the expected regeneration amount can be calculated without a laser radar or the like, and the cost can be reduced. Furthermore, since the expected regeneration amount is calculated based on the change in the vehicle speed with the preceding vehicle 1A, it is possible to easily cope with a change in the driving situation and set a more optimal target SOC.

  Further, when the target SOC of the battery 12 is set, if the value obtained by subtracting the expected regeneration amount from the upper limit SOC of the battery 12 is larger than the lower limit SOC, the value obtained by subtracting the expected regeneration amount from the upper limit SOC of the battery 12 is set as the target SOC. When the value obtained by subtracting the expected regeneration amount from the upper limit SOC of the battery 12 is equal to or lower than the lower limit SOC, the lower limit SOC is set as the target SOC, so that the expected regeneration can be obtained in the future. The target SOC can be controlled so that the power of the battery 12 can be used in anticipation of the amount, and the battery 12 can be charged as much as possible even when the regenerative expected amount is large with respect to the power that can be charged to the battery 12. Can do.

  In addition, by including gradient information in the information sent from the preceding vehicle 1A to the hybrid vehicle 1 by inter-vehicle communication, the expected regeneration amount can be calculated more accurately by taking the gradient information into consideration. Therefore, more appropriate energy management can be performed by setting the target SOC based on the expected regeneration amount.

  Furthermore, the vehicle further comprises a driving force setting means for setting the driving force of the host vehicle 1, and when the vehicle speed V of the host vehicle 1 is equal to or lower than the vehicle speed V ′ of the preceding vehicle 1A, and the engine 2 is in a fuel cut state, and When the accelerator pedal opening is less than or equal to a predetermined value, the driving force of the vehicle 1 is set to F / C / cylinder upper limit driving force, so the driver does not intend to follow the preceding vehicle 1A and accelerates too much. When there is no intention, it can set to the driving force which maintains fuel cut, and can improve a fuel consumption.

Even when there is no vehicle speed difference ΔV with respect to the preceding vehicle 1A or when the vehicle accelerates, the vehicle-to-vehicle time received by the inter-vehicle communication is automatically maintained, so that the fuel consumption caused by the driving force fluctuation due to the useless accelerator operation is caused. It is possible to prevent deterioration and deterioration of the deceleration feeling.
Further, the expected regeneration amount can be calculated even if the travel schedule route of the host vehicle is not accurately known.
In addition, when calculating the expected regeneration amount, correction may be performed based on information such as vehicle status and environmental status in addition to vehicle speed and position information.

(Second embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. Note that this embodiment is different from the first reference example only in that the speed of the preceding vehicle at the start point and end point of the target section is received, and other configurations are substantially the same as the first reference example. Are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 10 is a schematic configuration diagram of an inter-vehicle communication network between a hybrid vehicle (own vehicle) and a preceding vehicle. For example, the hybrid vehicle (own vehicle) 1 can obtain information on a measurement start point S and a measurement end point E of a certain preceding vehicle 1A. The information obtained from the preceding vehicle 1A is the position and vehicle speed transition (vehicle speed pattern) of a certain target section (the planned travel route that the hybrid vehicle 1 will travel from now on). That is, the preceding vehicle 1 </ b> A is configured to transmit the position and the vehicle speed transition from the measurement start point S to the measurement end point E to the hybrid vehicle 1.

(Target SOC calculation method)
Next, a method for calculating the target SOC and driving force of the hybrid vehicle will be described with reference to the flowcharts of FIGS.
In S1, it is determined whether inter-vehicle communication is possible between the hybrid vehicle 1 and the preceding vehicle 1A. If communication is possible, the process proceeds to S2, and if communication is not possible, normal target SOC calculation control is performed. The process is terminated.

  In S2, the travel planned route of the hybrid vehicle (own vehicle) 1 is determined, and the process proceeds to S3. Note that the scheduled travel route is determined based on the learning function such as the approach probability at the intersection of a plurality of preceding vehicles and the commuting route storage means.

  In S3, it is determined whether or not the target section of the energy management is included in the planned travel route determined in S2. If the target section is included, the process proceeds to S41, and if the target section is not included. Performs normal target SOC calculation control, and ends the process.

  In S41, the vehicle speed V ′ (n) at the measurement end point E of the preceding vehicle 1A and position information such as gradient information are received by inter-vehicle communication, and the vehicle speed V ′ (n−1) at the measurement start point S of the preceding vehicle 1A. ) And position information, and transmits the information to the ECU 50. If the information of the preceding vehicle 1A is received, it will progress to S5.

In S5, the vehicle speed V (n) and position information of the hybrid vehicle (own vehicle) 1 are read and transmitted to the ECU 50, and the process proceeds to S61.
In S61, the ECU 50 calculates a difference ΔV (= V (n) −V ′ (n)) between the vehicle speed V (n) of the host vehicle 1 and the vehicle speed V ′ (n) of the preceding vehicle 1A. Further, a difference ΔV ′ (= V ′ (n−1) −V ′ (n)) of the vehicle speed between the measurement start point S and the measurement end point E in the preceding vehicle 1A is calculated, and the process proceeds to S71.

  In S71, the expected regeneration amount is obtained based on ΔV ′ calculated in S61 and the position information of the preceding vehicle 1A, and the process proceeds to S8. The expected regeneration amount is calculated using the expected regeneration amount table in FIG. The expected regeneration table in FIG. 13 is stored in a RAM or the like provided in the ECU 50. As shown in FIG. 13, it is recognized from the gradient information whether the planned travel route is a downhill, flat, or uphill, and the expected regeneration amount is calculated from the gradient information and ΔV ′.

Since S8 to S10 are the same as those in the first reference example , description thereof is omitted.

(Driving force calculation method)
Next, a driving force calculation method will be described. In addition, this embodiment differs in the implementation conditions of fuel cut maintenance control compared with a 1st reference example .
Since S11 to S13 are the same as the first reference example , the description thereof is omitted. If the inter-vehicle time maintaining driving force is set to the required driving force in S13, the process proceeds to S141.

In S141, it is determined whether or not the vehicle speed difference ΔV ′ between the measurement start point S and the measurement end point E of the preceding vehicle 1A is greater than zero. When ΔV ′ is larger than 0, that is, when the vehicle speed of the preceding vehicle 1A is higher at the measurement start point S than at the measurement end point E, the required driving force of the own vehicle 1 is set as the inter-vehicle time maintaining driving force. The process is terminated. When ΔV ′ is 0 or less, that is, when the vehicle speed of the preceding vehicle 1A is higher at the measurement end point E than at the measurement start point S, the process proceeds to S15.
Since S15 to the end of the process are the same as those in the first reference example , description thereof is omitted.

  According to the present embodiment, the vehicle speed change is acquired early and accurately by detecting the vehicle speed change between the measurement start point S and the measurement end point E of the preceding vehicle 1A using inter-vehicle communication. can do. That is, when the own vehicle 1 is not affected by the change in the vehicle speed of the preceding vehicle 1A, or when the time and distance are far from the preceding vehicle 1A, or when the planned travel route is known, the further expected regeneration The amount can be calculated. Further, since energy management is performed based on the vehicle speed change (vehicle speed difference ΔV ′) of the preceding vehicle amount 1A, long-term planned energy management can be performed using information on the preceding vehicle 1A that is farther away. Furthermore, since the expected regeneration amount is calculated based on the information of the preceding vehicle 1A on the planned travel route of the host vehicle 1, and the target SOC is set based on the expected regeneration amount, it is predicted that it can be acquired in the future. In anticipation of the expected amount of regeneration, it is possible to control in a direction to use the power of the power storage device. That is, it is possible to prevent overcharging or regeneration overload of the power storage device.

  The vehicle further includes driving force setting means for setting the driving force of the host vehicle 1, when the preceding vehicle 1A is accelerated or when the vehicle speed is not changed, the engine 2 is in a fuel cut state, and the accelerator pedal is opened. When the driving force of the vehicle 1 is set to F / C / cylinder upper limit driving force when the degree is less than or equal to a predetermined value, the driver does not intend to follow the preceding vehicle 1A and does not intend to accelerate too much In addition, the driving force can be set to maintain the fuel cut, and the fuel consumption can be improved.

The technical scope of the present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the specific structures and numerical values given in the embodiments are merely examples, and can be changed as appropriate.
For example, in the present embodiment, the description has been made using a one-motor type hybrid vehicle, but the present invention can also be applied to a two-motor type hybrid vehicle. The two-motor type hybrid vehicle includes a motor used for engine start and power generation and a travel motor capable of transmitting engine power.

In addition, the scheduled travel route in the present embodiment can be set not only when the destination is input, but also by daily travel route learning such as a commuting route, and travel route prediction based on intersection information and road information.
Further, in this embodiment, the case of fuel cut traveling is described as one of the fuel efficiency improvement type driving, but an engine that switches between normal driving such as other EV, lean burn, HCCI and the fuel efficiency improvement driving is used. It can be applied to any mounted vehicle.
Further, in the present embodiment, the case where the inter-vehicle time between the own vehicle and the preceding vehicle is maintained has been described. However, even when the target vehicle speed is maintained, the F / C / cylinder suspension upper limit driving force maintaining type control is performed. It is possible to adopt only.

In addition, the expected regeneration amount in this embodiment is calculated based on the vehicle speed and the gradient, but it is also possible to determine the expected regeneration amount by predicting the traveling status such as the vehicle status, environment / road surface status, etc. of the planned travel route. is there. For example, if the planned travel route includes climbing, the climbing performance is ensured.If the driver determines that the vehicle is driving in sport, the expected regeneration amount is lowered to ensure power performance, or the descending slope is included. Therefore, the expected regeneration amount may be increased because charging can be expected, or the expected regeneration amount may be calculated in consideration of the discharge load of the air conditioner from information such as temperature and humidity.
Furthermore, although the predetermined value of the inter-vehicle time according to the present embodiment is calculated based on the vehicle speed, it may be corrected according to the driver's operation, preference, vehicle / environment status, and the like.
The lower limit SOC may be determined according to not only the battery capacity but also the vehicle / environmental situation, the driver's operation / preference, and the like.
Further, in the present embodiment, the target SOC is obtained based on the vehicle speed change between the measurement start point and the measurement end point of one preceding vehicle. However, between the measurement start point and the measurement end point of a plurality of preceding vehicles, The target SOC may be obtained based on the vehicle speed change.

It is a schematic block diagram of the drive system of the hybrid vehicle in embodiment of this invention. 1 is a schematic system configuration diagram of a hybrid vehicle in an embodiment of the present invention. It is a schematic block diagram of the communication network of the hybrid vehicle and preceding vehicle in the 1st reference example of this invention. It is a driving force calculation block diagram of the hybrid vehicle in the embodiment of the present invention. It is a flowchart which shows the calculation method of target SOC of the hybrid vehicle in the 1st reference example of this invention. 6 is a flowchart showing a continuation of FIG. It is an image figure of the regeneration expectation amount table in the first reference example of the present invention. It is a graph which shows the relationship between the vehicle speed change and regeneration amount of the hybrid vehicle in embodiment of this invention. It is a time chart of the fuel cut maintenance control of the hybrid vehicle in embodiment of this invention. It is a schematic block diagram of the communication network of the hybrid vehicle and preceding vehicle in 2nd embodiment of this invention. It is a flowchart which shows the calculation method of target SOC of the hybrid vehicle in 2nd embodiment of this invention. 12 is a flowchart showing a continuation of FIG. It is an image figure of the regeneration expected amount table in 2nd embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle (hybrid vehicle) 1A ... Prior vehicle (preceding vehicle) 2 ... Engine 3 ... Motor (rotating electric machine) 12 ... Battery (electric storage device) 50 ... ECU (control device) V ... Vehicle speed of own vehicle (own vehicle speed) V '... Vehicle speed of preceding vehicle (preceding vehicle speed)

Claims (5)

Engine,
At least one rotating electric machine capable of powering and generating electricity;
In a control device for a hybrid vehicle comprising a power storage device that exchanges power with the rotating electrical machine,
A host vehicle scheduled travel route determining means for determining the host vehicle planned travel route;
Acquisition of preceding vehicle information that is a scheduled travel route of the host vehicle and that acquires the vehicle speed of a preceding vehicle that is currently traveling in front of the host vehicle by receiving information from inter-vehicle communication or an external information collection terminal Means,
Target value changing means for calculating an expected regeneration amount based on the deceleration width of the preceding vehicle in a predetermined section, and changing the target SOC of the power storage device based on the expected regeneration amount ;
The deceleration width is a difference between the vehicle speed of the preceding vehicle at the start time of the predetermined section and the vehicle speed of the preceding vehicle at the end time,
The hybrid vehicle control device according to claim 1, wherein the expected regeneration amount is calculated so as to increase as the deceleration width of the preceding vehicle increases . When the value obtained by subtracting the regenerative expected amount from the upper limit SOC of the power storage device is larger than the lower limit SOC of the power storage device, the target value changing means calculates a value obtained by subtracting the regenerative expected amount from the upper limit SOC of the power storage device. Set as target SOC,
2. The hybrid vehicle according to claim 1, wherein when the value obtained by subtracting the expected regeneration amount from the upper limit SOC of the power storage device is equal to or lower than the lower limit SOC of the power storage device, the lower limit SOC is set to a target SOC. Control device. The expected regeneration amount when the predetermined section has a downward slope is calculated to be larger than the expected regeneration amount when the predetermined section has an upward slope. Hybrid vehicle control device. Own vehicle information acquisition means for acquiring the vehicle speed and position information of the own vehicle;
Vehicle speed and position information of the preceding vehicle is acquired by the preceding vehicle information acquiring means, and an inter-vehicle distance calculating means for calculating an inter-vehicle distance or an inter-vehicle time between the own vehicle and the preceding vehicle based on the information,
Driving force setting means for setting the driving force of the host vehicle,
The driving force setting means sets the driving force of the host vehicle so as to maintain the current inter-vehicle distance or the inter-vehicle time when the inter-vehicle distance or the inter-vehicle time is within a predetermined value. The control apparatus of the hybrid vehicle in any one of Claims 1-3 . A driving force setting means for setting the driving force of the host vehicle;
The driving force setting means includes
When the preceding vehicle is accelerated or there is no change in vehicle speed, and
When the vehicle speed of the preceding vehicle exceeds a predetermined value, and
The engine is in a fuel cut state, and
When the accelerator pedal opening is less than or equal to the predetermined value,
The driving force of the host vehicle is set to the fuel cut upper limit driving force even if the driving force of the preceding vehicle exceeds the fuel cut upper limit driving force of the host vehicle . The hybrid vehicle control device described in 1.

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