JP5817429B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that is mounted on a vehicle that includes at least an electric motor as a driving motor (driving force source) for traveling driving, and more particularly to a vehicle control device that executes control for suppressing energy consumption of the motor.

  Recently, vehicles equipped with at least an electric motor as a driving motor for driving, for example, an electric vehicle equipped with an electric motor, and a hybrid electric vehicle equipped with an electric motor and an internal combustion engine (hereinafter referred to as a hybrid vehicle) have become widespread. . Some hybrid vehicles have a generator and an electric motor, and others have a generator capable of generating electricity (a generator motor).

  In such a vehicle, according to the driver's required power (required output) by an accelerator pedal or the like, from various control devices added for safety, reduction of driving load, reduction of energy consumption, etc. In accordance with the above requirements, the motor output, the amount of power generated by the generator, the output of the internal combustion engine, and the like are controlled to change the transmission power (drive torque and rotation speed) to the traveling drive wheel side.

  As a conventional vehicle control device of this type, for example, in order to use an electric motor capable of generating electric power of a hybrid drive unit at a high-efficiency operating point, electric power larger than the electric power consumption of the vehicle electric system is generated in the electric motor in the electric power generation mode. Is known that periodically repeats a high-load operation state in which the battery is output and the battery is charged and an operation stop state in which power generation is stopped while power is supplied from the battery to the vehicle electrical system (for example, Patent Document 1).

  In addition, when a fuel-efficient driving mode that gives priority to economy is selected during steady driving and the motor can be operated, the internal combustion engine and the motor are alternately operated according to the battery charge state (SOC). What was made is known (for example, refer patent document 2).

  Furthermore, in order to increase the energy efficiency of the entire vehicle under the fuel efficiency priority mode, the starting inertia torque acting on the wheel drive shaft due to the rotational speed change of the rotating system including the electric motor and the internal combustion engine started thereby is There is also known one that cancels by output from an electric motor (see, for example, Patent Document 3).

Special table 2008-520485 gazette JP 2008-105639 A JP 2009-220790 A

  However, in a conventional vehicle control device that repeats high load operation and operation stop with a motor in power generation mode, energy consumption is suppressed by repeating high load operation and operation stop with a motor in motor mode. Although it is conceivable to execute the travel drive control, such control cannot be performed under an operation state requiring a low output such as a downhill. That is, in such a conventional vehicle control device, even if it is attempted to execute control that is effective for reducing the energy consumption of the electric motor, the vehicle speed change and the change of the running condition (for example, uphill road or downhill) Since it was not able to respond sufficiently, it could only be executed under certain vehicle driving conditions. Therefore, economical travel drive control according to the travel state of the vehicle cannot be executed in a wide operating range, and the power consumption and fuel consumption (energy consumption per unit travel distance) in the vehicle equipped with the electric motor are sufficiently There was a problem that it could not be lowered.

  Even in a conventional vehicle control device that alternately operates the internal combustion engine and the electric motor in the low fuel consumption travel mode, the power consumption and the fuel consumption are sufficiently reduced in the state where the low fuel consumption travel mode is selected. In order to reduce this, it cannot be said that fuel-efficient driving considering changes in vehicle speed and driving conditions has been sufficiently performed.

  Therefore, the present invention can automatically support driving with low energy consumption according to the running state of the vehicle, and can sufficiently reduce power consumption and fuel consumption in a vehicle equipped with an electric motor. An object of the present invention is to provide a vehicle control device.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes (1) a prime mover controlled according to a required output and a power transmission mechanism that generates a driving force according to the output of the prime mover. On the condition that the prime mover is mounted on a vehicle composed of at least an electric motor and the required output is maintained within a preset fluctuation range, an intermittent operation for intermittently outputting the output of the prime mover is performed, A vehicle control device that alternately executes acceleration traveling for accelerating a vehicle with the traveling driving force and inertia traveling for allowing the vehicle to travel inertially, wherein energy consumption amounts of the prime mover with respect to the required output are different from each other. A mode selection unit capable of selecting an arbitrary traveling control mode among the first traveling control mode and the second traveling control mode; and the second traveling control mode by the mode selecting unit. Is selected, the intermittent operation condition changing unit changes the condition of the intermittent operation to a condition in which the energy consumption of the prime mover and the power transmission mechanism is lower than when the first traveling control mode is selected. And.

  With this configuration, when the second traveling control mode is selected by the mode selection unit, the energy consumption amount of the prime mover and the power transmission mechanism is greater than that when the first traveling control mode is selected when the condition of the intermittent operation of the prime mover is selected. It is changed to the condition that decreases. Therefore, the motor and the power transmission mechanism are shifted to a state where intermittent operation at a high-efficiency output point is possible, and the effect of reducing energy consumption by the intermittent operation of the motor can be sufficiently enhanced. In addition, the condition of intermittent operation before and after the change is only that the energy consumption of the prime mover and the power transmission mechanism is different from the required output, and the conditions differ from each other depending on the change in the required output and the vehicle speed and other traveling conditions Since setting is also possible, it is not limited to specific driving conditions. As a result, it is possible to perform intermittent operation control that automatically supports operation with low energy consumption according to the running state of the vehicle, and it is possible to sufficiently reduce power consumption and fuel consumption in a vehicle equipped with an electric motor. It becomes a control device for vehicles.

  Here, the required output is based on a required output corresponding to the driver's accelerator pedal operation amount, a required output required from other travel control functions such as cruise control, or a plurality of such required outputs. This is the calculated request output. The condition that the energy consumption of the prime mover and the power transmission mechanism decreases when controlled according to the required output is a traveling drive system including the power transmission mechanism under operating conditions where the energy efficiency of the prime mover is high and the loss is small. The overall (power train) is a condition for setting a high-efficiency output point at which the driving force can be output with high efficiency, and the intermittent driving condition used in the second traveling control mode is the first traveling control mode. It is set so that intermittent operation at a high-efficiency output point can be performed relative to the conditions of intermittent operation used. Note that the condition for such a high-efficiency output point can be set based on a test result in advance.

  In the vehicle control device according to the present invention, preferably, (2) the intermittent operation condition changing unit is performing the accelerated traveling on the condition that the second traveling control mode is selected by the mode selecting unit. At least one of the output value of the prime mover and the duration of the accelerated travel during the intermittent operation is changed to a side where the energy consumption is reduced.

  Therefore, for example, if it is more efficient to increase the output value of the prime mover during acceleration traveling, the output of the prime mover during acceleration traveling is increased, and the duration of acceleration traveling during the period of intermittent operation is shortened. If the efficiency becomes higher, the duration of the accelerated travel is shortened. Of course, the reverse is also possible. Here, changing the duration of acceleration travel to the side where energy consumption is reduced means that if the acceleration travel ends when the acceleration travel duration reaches a predetermined time, the acceleration travel duration is directly set. For example, when ending acceleration running when the vehicle speed reaches the preset acceleration end vehicle speed, the motor output can be increased or decreased without changing the acceleration end vehicle speed, or the acceleration end It can also be executed indirectly by changing the vehicle speed to the side where the energy consumption decreases.

  In the vehicle control device having the configuration of (2) above, (3) the intermittent operation condition changing unit is accelerated on the condition that the second traveling control mode is selected by the mode selecting unit. It is preferable to increase the output value of the prime mover during traveling to a larger output value than that under the selection of the first traveling control mode.

  In this case, the energy efficiency of the prime mover increases when the output of the prime mover during accelerated running increases under relatively low load operating conditions in which accelerated running and inertial running are performed. In addition, since the speed of acceleration and speed recovery increases, the duration of acceleration travel can be shortened when the vehicle speed at the end of acceleration for switching from acceleration travel to inertial travel is constant. However, the vehicle speed at the end of acceleration can be changed according to the required output and the running state at that time.

  In the vehicle control device having the configuration of (3) above, (4) the intermittent operation condition changing unit outputs an output value of the prime mover during the accelerated traveling than when the first traveling control mode is selected. On the condition that the intermittent running is performed, the duration of the accelerated running is selected in the first running control mode according to the increase rate of the output value of the prime mover during the accelerated running. It is also preferable to change to a shorter duration than in.

  With this configuration, when the second travel control mode is selected, according to the required output and the travel state without changing the travel driving force or without greatly changing the driving feeling uncomfortable, It is possible to shift to intermittent operation that provides a higher efficiency output point.

  In the vehicle control device according to the present invention, (5) the intermittent operation condition includes an acceleration end vehicle speed for ending the operation state of the prime mover for each acceleration travel during the intermittent operation period, and the intermittent operation. At least one of the stop end vehicle speed for ending the stop state of the prime mover for each coasting during the execution period, and the intermittent operation condition changing unit is configured to perform the second traveling control mode by the mode selection unit. It is preferable that at least one of the acceleration end vehicle speed and the stop end vehicle speed is changed to a side where the energy consumption decreases.

  According to this configuration, when the second traveling control mode is selected, it is possible to smoothly shift to intermittent operation that becomes a higher efficiency output point according to the required output and traveling state at that time.

  In the vehicle control device having the configuration of (5) above, (6) the intermittent operation condition changing unit is accelerated on the condition that the second traveling control mode is selected by the mode selecting unit. The end vehicle speed may be increased to a higher vehicle speed value than under the selection of the first travel control mode.

  In this case, for example, since the output of the prime mover during acceleration traveling is increased, the energy efficiency of the prime mover is increased, and the speed of acceleration and speed recovery is increased. Therefore, the acceleration end vehicle speed is set to be higher than that under the selection of the first traveling control mode. Even if the value is increased, a sense of incongruity hardly occurs.

  In the vehicle control device having the configuration of (6) above, (7) the intermittent operation condition changing unit is configured to increase the acceleration end vehicle speed more than under the selection of the first travel control mode. Alternatively, the acceleration travel duration during the intermittent operation period may be shortened according to the rate of increase of the acceleration end vehicle speed.

  In this case, when the second travel control mode is selected, a change in travel driving force can be sufficiently suppressed, and a decrease in the riding comfort of the vehicle can be prevented.

  In the vehicle control device having the configuration of (5) above, (8) the intermittent operation condition changing unit is stopped on the condition that the second traveling control mode is selected by the mode selection unit. The end vehicle speed may be reduced to a vehicle speed value smaller than that under the selection of the first traveling control mode.

  With this configuration, the stop end vehicle speed is reduced to a vehicle speed value smaller than that under the selection of the first travel control mode, based on the required output, the vehicle speed, and other travel conditions when the second travel control mode is selected. Is preferable, it is possible to perform intermittent operation at a higher-efficiency output point by reducing the stop-ending vehicle speed.

  In the vehicle control device having the configuration of (8) above, (9) the intermittent operation condition changing unit is provided on the condition that the stop end vehicle speed is reduced more than under the selection of the first travel control mode. As a result, it is preferable to lengthen the inertial travel duration during the execution period of the intermittent operation in accordance with the rate of decrease in the stop end vehicle speed.

  Thereby, in this case, when the second traveling control mode is selected, the inertial traveling duration becomes longer, so that the energy consumption of the prime mover can be suppressed.

  In the vehicle control device having the configuration of (5) above, (10) the intermittent operation condition changing unit is accelerated on the condition that the second traveling control mode is selected by the mode selecting unit. The end vehicle speed may be increased to a vehicle speed value larger than that under the selection of the first travel control mode, and the stop end vehicle speed may be decreased to a vehicle speed value lower than that under the selection of the first travel control mode. it can.

  With this configuration, when the second travel control mode is selected, it is possible to shift to intermittent operation that provides a higher efficiency output point with almost no change in travel driving force.

  Note that the permissible range of the driver and other occupants with respect to changes in vehicle speed and noise environment tends to become wider at higher speeds, so that intermittent operation with a higher efficiency output point can be executed within that range. . However, the intermittent driving conditions used in the second traveling control mode are not limited to those set to a plurality of different conditions depending on the vehicle speed, but other traveling conditions such as the slope of the road surface (for example, uphill road) , Downhill) and road conditions (for example, wet road surface, snowy road, icy road, asphalt, gravel road, etc.), different conditions may be set.

  According to the present invention, it is possible to automatically support driving with low energy consumption according to the running state of the vehicle, and it is possible to sufficiently reduce power consumption and fuel consumption in a vehicle equipped with an electric motor. A vehicle control device can be provided.

1 is a schematic configuration diagram of a travel drive system for a hybrid vehicle including a vehicle control device according to a first embodiment of the present invention. The performance curve of the electric motor controlled by the vehicle control apparatus which concerns on 1st Embodiment of this invention is shown, Fig.2 (a) shows the relationship between the shaft output of an electric motor, and rotation speed, FIG.2 (b) is FIG. The relationship between torque and rotational speed is shown. It is a figure which shows the loss map of the motor stored previously of the control apparatus for vehicles which concerns on 1st Embodiment of this invention, Fig.3 (a) is about motor MG1, FIG.3 (b) is about motor MG2, and torque. A plurality of operation regions that are specified by the number of revolutions and that are divided in stages according to the motor efficiency are shown. FIG. 4 is a timing chart showing conditions for the intermittent operation of the prime mover in the vehicle control device according to the first embodiment of the present invention, and FIG. 4A shows the first intermittent operation conditions applied in the first travel control mode. FIG. 4B shows the second intermittent operation condition applied in the second traveling control mode. It is a flowchart which shows the outline procedure of the driving force control performed in the vehicle control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart which shows the outline procedure of the ECO level expansion control performed in the vehicle control apparatus which concerns on 1st Embodiment of this invention. It is a timing chart which shows the conditions of the intermittent operation | movement of the motor | power_engine in the vehicle control apparatus which concerns on 2nd Embodiment of this invention, Fig.7 (a) shows the 1st intermittent operation conditions applied in 1st traveling control mode. FIG. 7B shows the second intermittent operation condition applied in the second traveling control mode. It is a timing chart which shows the conditions of the intermittent operation | movement of the motor | power_engine in the vehicle control apparatus which concerns on 3rd Embodiment of this invention, Fig.8 (a) shows the 1st intermittent operation conditions applied in 1st traveling control mode. FIG. 8B shows the second intermittent operation condition applied in the second traveling control mode.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
7 shows a first embodiment of the present invention shown in FIGS. In this embodiment, the vehicle control apparatus according to the present invention is provided in a traveling drive system of a hybrid vehicle. However, it goes without saying that the present invention may be an electric vehicle or a hybrid vehicle of another system (for example, a series type hybrid vehicle) in which a prime mover serving as a power source for driving driving is configured only by an electric motor. .

  As shown in FIG. 1, a hybrid vehicle 1 equipped with the vehicle control device of the present embodiment can generate electric power with an engine 10 that is an internal combustion engine as a driving motor for driving that is controlled according to a required output. A hybrid drive device 20 including motor generators (hereinafter simply referred to as motors) MG1 and MG2 which are electric motors is provided.

  The hybrid drive device 20 is controlled by the vehicle control device 30, and generates a driving force for driving the hybrid vehicle 1 according to the power output from at least one of the engine 10 and the motors MG1 and MG2. be able to.

  The engine 10 is a multi-cylinder internal combustion engine, for example, a 4-cycle gasoline engine. The motors MG1 and MG2 are housed in a transmission case 5 (not shown in detail), and the transmission case 5 is fastened to the engine 10.

  The motors MG1 and MG2 are each configured as a permanent magnet synchronous generator motor, and function of an electric motor that converts supplied electric power into rotational power and outputs it, and a generator that converts input rotational power into electric power and outputs it. It has both functions. The motor MG1 is mainly used as a generator, and the motor MG2 is mainly used as an electric motor.

  Specifically, the motor MG1 includes an internal magnet type rotor 51 in which a plurality of permanent magnets are arranged in a substantially V shape so that reluctance torque can be used, and a stator 53 around which a three-phase coil is wound. Thus, when the stator 53 receives supply of AC power from the inverter 61 to form a rotating magnetic field, the rotor 51 is rotated by the rotating magnetic field. Similarly, motor MG2 has an internal magnet type rotor 52 in which a plurality of permanent magnets are arranged in a substantially V shape so that reluctance torque can be used, and stator 54 around which a three-phase coil is wound. When the stator 54 receives AC power from the inverter 62 and forms a rotating magnetic field, the rotor 52 is rotated by the rotating magnetic field. The motors MG1 and MG2 are provided with resolvers (not shown) that detect the rotation angle positions of the rotors 51 and 52, respectively.

  The hybrid drive device 20 transmits rotational power output from at least one of the engine 10 and the motors MG1 and MG2 to the differential mechanism 80 via the power split and integration mechanism 40 and the speed reduction mechanism 70. Power can be transmitted differentially to the left and right traveling drive wheels 2 via the left and right drive shafts 3. The left and right travel drive wheels 2 generate the travel drive force of the hybrid vehicle 1 according to the transmitted power.

  That is, hybrid drive device 20 includes a power split and integration mechanism 40, a speed reduction mechanism 70, and a differential mechanism 80 as a power transmission mechanism that generates a traveling drive force in accordance with a motor output in addition to engine 10 and motors MG1 and MG2. It has a configuration.

  The power split and integration mechanism 40 includes first and second planetary gear mechanisms 40a and 40c and an output element 40b common to both planetary gear mechanisms 40a and 40c, and drives the power from the engine 10 to travel. It has a function of dividing power into power for power generation and power generation and integrating and outputting the output of the prime mover from any one or more of the engine 10 and the motors MG1 and MG2.

  The first planetary gear mechanism 40a divides the rotational power from the engine 10 into power for driving the motor MG1 in the generator mode and power output to the speed reduction mechanism 70 side for driving the hybrid vehicle 1 to travel. It has a power split function that can do. Further, when the motor MG1 operates in the electric motor mode, it also has a function of decelerating and outputting the power.

  The first planetary gear mechanism 40a includes an input / output coupled to the first planetary carrier 44 as an input element coupled to the engine output shaft 12 of the engine 10 via a damper element (not shown) and the rotor 51 of the motor MG1. A first sun gear 42 serving as an element, a plurality of first planetary pinions 43 supported by the first planetary carrier 44 so as to be capable of rotating and revolving around the first sun gear 42, and the first planetary pinions 43 are included. And a first ring gear 45a as an output element that meshes with each other.

  The second planetary gear mechanism 40c has a speed reducing function that reduces the rotational power output by the motor MG2 in the motor mode and increases the output torque, and has the same rotation center as that of the planetary gear mechanism 40a for power split. It is arranged on the axis. Further, when the motor MG2 operates in the generator mode, it also has a function of taking the power from the output element 40b side into the motor MG2.

  The second planetary gear mechanism 40c includes a second sun gear 46 as an input / output element coupled to the rotor 52 of the motor MG2, a second planetary carrier 47 as a fixed element supported by the transmission case 5, and a second planetary carrier 47. The second planetary pinion 48 is rotatably supported by the two planetary carrier 47, and a second ring gear 45c serving as an output element in which these second planetary pinions 48 are in mesh with each other. The second ring gear 45c is integrally coupled with the first ring gear 45a of the first planetary gear mechanism 40a to form an annular output element 40b, and a counter drive gear 49 is mounted on the output element 40b.

  The reduction mechanism 70 includes, for example, a counter driven gear 74 that meshes with the counter drive gear 49 and a final drive gear 78 that is integrally coupled to the counter driven gear 74. The differential mechanism 80 has a ring gear 82 that meshes with the final drive gear 78, and is a publicly known one that differentially outputs power transmitted to the ring gear 82 to the left and right drive shafts 3. A wheel speed sensor (not shown in detail) that functions as the vehicle speed sensor 102 is provided in the vicinity of the travel drive wheel 2.

  On the other hand, the vehicle control device 30 that controls the output of the hybrid drive device 20 includes a motor ECU 60, inverters 61 and 62, an HVECU 100, an accelerator position sensor 101, a vehicle speed sensor 102, an EV travel selection switch 103, an eco switch 104, and a hybrid drive device. Secondary battery 105, boost converter 106, battery ECU 107, skid control ECU (not shown), and the like.

  The motor ECU 60 has a control program for controlling the motors MG1 and MG2 via the inverters 61 and 62, and operates according to the torque command value from the HVECU 100. The motor ECU 60 controls output torque, rotation speed, or generator output as motors of the motors MG1 and MG2 according to the command value. Further, the motor ECU 60 grasps, for example, the rotational positions of the permanent magnets in the internal magnet type rotors 51 and 52 of the motors MG1 and MG2 and the rotational speeds of the rotors 51 and 52 based on the detection signal of the resolver. The motors MG1 and MG2 can be controlled with high efficiency. Furthermore, the motor ECU 60 can calculate the amount of electric power necessary for starting the engine 10 when the engine 10 is started by either of the motors MG1 and MG2.

  The inverters 61 and 62 are provided corresponding to the motors MG1 and MG2, and cooperate with the boost converter 106 that boosts the voltage of the secondary battery 105 for hybrid driving to a high voltage, so that the high voltage current and the motor MG1, It has a function of performing conversion between MG2 three-phase alternating current. In the plurality of inverters 61 and 62, a drive current can be supplied to the motors MG1 and MG2 at an arbitrary voltage and frequency within a predetermined range in accordance with a command value from the motor ECU 60. In addition, each inverter 61, 62 can convert an alternating current generated by the corresponding motor MG1 or MG2 into a direct current for charging the secondary battery 105. The power supply and the power recovery via the inverters 61 and 62 for the motors MG1 and MG2 are controlled by the motor ECU 60 and the HVECU 100.

  The accelerator position sensor 101 outputs a signal corresponding to an operation amount of an accelerator pedal (not shown) mounted on the hybrid vehicle 1 as a requested accelerator opening Acc from the driver. The vehicle speed sensor 102 is composed of, for example, a known wheel speed sensor.

  Further, the EV travel selection switch 103 selects an electric vehicle mode in which the hybrid vehicle 1 travels with only one of the motor outputs of the motors MG1 and MG2 of the hybrid drive device 20, or cancels the selected state. The switch can be operated by the driver between a selected state (ON state) and a selected release state (OFF state).

  The secondary battery 105 for hybrid drive supplies electric power to one of the motors MG1 and MG2 that operates in the motor mode when the hybrid vehicle 1 starts, accelerates, or climbs, and the motor operates in the generator mode. It can be charged and stored with power generated from either MG1 or MG2 (for example, regenerative power generation current during deceleration).

  The battery ECU 107 has a power supply monitoring program, and can output power supply monitoring information representing the voltage, current, and temperature of the secondary battery 105 to the HVECU 100.

  The HVECU 100 is an electronic control unit for hybrid drive system control. The HVECU 100 incorporates an integrated control program for performing integrated control so that the engine 10 and the motors MG1 and MG2 that are the prime movers operate according to the required output. The required output (required power) mentioned here is a required output corresponding to the driver's accelerator pedal operation amount, etc., a required output required from other travel control functions such as cruise control, or a plurality of such required outputs. Is a requested output calculated based on the requested output.

  Although the detailed hardware configuration is not illustrated, the HVECU 100 includes, for example, a CPU, a ROM, a RAM, and a rewritable nonvolatile memory, an input interface circuit having an A / D converter, and an output interface having a driver and a relay switch. The circuit includes a communication port for performing data communication with other on-vehicle ECUs. A ROM and a rewritable nonvolatile memory (hereinafter referred to as a ROM or the like) store, for example, control programs for executing various controls, as well as various maps and set value data.

  The HVECU 100 is, for example, a required accelerator opening degree Acc from an accelerator position sensor 101 corresponding to a driver's accelerator pedal operation amount, a vehicle speed signal from a vehicle speed sensor 102, and an engine speed from a crank angle sensor (not shown) in the engine 10. While detecting a signal etc., the selection signal (ON signal) of the fuel consumption priority driving mode from the eco switch 104 or the release signal (OFF signal) after the selection is input. Further, the HVECU 100, for example, a required value of a driving force division ratio (a ratio between a distributed power for driving driving from the engine 10 and a distributed power to the motor MG1 or MG2 when the generator is activated) from a skid control ECU (not shown). Enter.

  Based on these input information, the HVECU 100 calculates the total output value of the hybrid drive device 20, the power command value and engine speed required for the engine 10, the torque command values for the motors MG1, MG2, and the like. Then, the power command value and the engine speed command value are output to the built-in engine ECU, and the torque command value is output to the motor ECU 60.

  Further, the HVECU 100 constantly grasps the discharge amount and the regeneration amount of the secondary battery 105 for hybrid driving based on the power supply monitoring information from the battery ECU 107, and corresponds to the charge amount ratio with respect to the total battery capacity of the secondary battery 105. An SOC (State Of Charge) [%] is calculated, and the variation range of the SOC is limited to a predetermined utilization variation range set in view of the reliability and life of the secondary battery 105.

  In addition, the HVECU 100 cooperates with the skid control ECU, based on detection information from a wheel speed sensor or the like that detects the rotational speed of the left and right traveling drive wheels 2 to drive power by tire slip or the like on a low μ road. When the torque starts to change suddenly, the torque command values of the motors MG1 and MG2 are changed, and traction control is performed to transmit the driving force according to the required output by the accelerator pedal operation or the like to the road surface.

  The engine ECU incorporated in the HVECU 100 has a control program and a map for controlling the output of the engine 10 based on the power command value and various sensor information. This engine ECU, when a power command value is input, displays a throttle opening, a fuel injection time (a fuel injection amount and an injection period) and an ignition timing at which an engine output corresponding to the power command value is obtained, a map and various sensors Calculation is based on information. The engine ECU outputs a control signal to an electronic control throttle valve, an injector, and an ignition coil (not shown) according to the input power command value. In addition, when the hybrid drive device 20 generates the driving force by the power of the engine 10 alone, the engine ECU is configured such that the fuel consumption rate and the engine output with respect to the engine rotation speed and the engine load of the engine 10 stored in the ROM or the like. The engine 10 is controlled to an operating point close to the optimum fuel consumption based on an engine performance map that can specify the value of.

  By the way, the eco switch 104 selects and cancels the fuel efficiency priority travel mode that requires the HVECU 100 to perform travel drive control that prioritizes reducing the energy consumption per unit travel distance of the hybrid drive device 20. It is provided as a switch.

  The eco switch 104 is provided as a button switch that can be pressed by the driver at a place where the pressing operation is possible. The eco switch 104 can be switched between an ON state, which is a selected state of the fuel efficiency priority travel mode, and an OFF state, which is a non-selected state of the fuel efficiency priority travel mode, by the pressing operation. The ON state and OFF state of the eco switch 104 are taken into the HVECU 100 as a selection signal for the fuel efficiency priority driving mode or a release signal (non-selection signal) after the selection. When the HVECU 100 detects a fuel efficiency priority travel mode selection signal in which the eco switch 104 is ON, the HVECU 100 determines that the driver is requesting a fuel efficiency priority travel mode.

  In other words, the eco-switch 104 has a normal travel mode (first travel control mode) and a fuel efficiency priority travel mode (second mode) in which the energy consumption of the hybrid drive device 20 is relatively different when controlled according to the required output. The travel mode is a mode selection unit capable of selecting an arbitrary travel control mode. Here, the fuel consumption priority traveling mode is a traveling mode in which control is performed such that the energy consumption of the hybrid drive device 20 when controlled according to the required output is less than the normal traveling mode.

  Here, the condition that the energy consumption of the hybrid drive device 20 when it is controlled in accordance with the required output is small is the power split integration under the operating condition where the energy efficiency of the prime mover in the hybrid drive device 20 is high and the loss is small. This is a condition where the entire travel drive system (power train) including the power transmission mechanism such as the mechanism 40, the speed reduction mechanism 70, and the differential mechanism 80 can set a high efficiency output point at which the travel drive force can be output with high efficiency. The setting condition of the high-efficiency output point is determined according to the result of a pre-running driving test for the hybrid vehicle 1, and is stored / stored in a ROM or the like when the hybrid drive device 20 is adjusted for adaptation.

  On the other hand, the HVECU 100 suppresses the fuel consumption of the hybrid drive device 20 when the required output calculated based on the required accelerator opening Acc or the like is held within a predetermined fluctuation range within a preset determination time ( In order to improve the fuel consumption rate (km / L) and the power consumption rate (Km / kWh)), the hybrid vehicle 1 can be driven while the hybrid drive device 20 is operated intermittently.

  Here, the intermittent operation refers to alternately performing acceleration traveling in which the hybrid vehicle 1 is accelerated by the output of the traveling driving force from the hybrid drive device 20 and inertia traveling in which the hybrid vehicle 1 after the acceleration travels by inertia. This is an operation for controlling the driving force so that

  In addition, the constant fluctuation range of the required output mentioned here means that the required output fluctuation amount is so small that it can be determined that the driver's required output is maintained at a substantially constant level. The absolute value (change rate) of the change amount is below a preset threshold change rate (for example, the change rate of the required output so that the vehicle speed increases or decreases by several km / h in a certain time within a certain time of several seconds). Means the range.

  More specifically, the HVECU 100 performs hybrid drive control on the basis of the required accelerator opening Acc (driver's required output) from the accelerator position sensor 101 and various sensor information relating to the vehicle speed and other vehicle running conditions at that time. The target vehicle speed is set for each cycle.

  When executing the intermittent operation control for causing the hybrid vehicle 1 to travel with low fuel consumption while the hybrid drive device 20 is intermittently operated, the HVECU 100 first sets the hybrid vehicle 1 while the target vehicle speed intermittently outputs the hybrid drive device 20. It is determined whether or not the vehicle enters a vehicle speed range that is set in advance as a vehicle speed range that can be traveled with low fuel consumption, for example, a vehicle speed range when traveling in an urban area at medium to low speeds.

  The hybrid drive device 20 is intermittently provided on condition that the target vehicle speed is within the intermittently operable vehicle speed range and the required output is determined to be maintained within the predetermined fluctuation range within a predetermined determination time. It is supposed to drive.

  The intermittent operation of the hybrid drive device 20 is executed by, for example, intermittently operating at least one of the engine 10 and the motors MG1 and MG2 such as the motor MG2 in the motor mode.

  That is, when the output of the hybrid drive device 20 is intermittently operated by intermittently operating the motor MG2 in the electric motor mode, the HVECU 100 accelerates the hybrid vehicle 1 by generating a travel drive force using the motor MG2 of the hybrid drive device 20 as a prime mover. A drive output state (including the time of speed recovery after inertial traveling) and an output stop state in which the output of the motor MG2 is stopped and the hybrid vehicle 1 travels inertia (inertia) are alternately executed. Therefore, the hybrid vehicle 1 is under acceleration running under the drive output state of the hybrid drive device 20 and under the output stop state of the hybrid drive device 20 (including the idling state of one or both of the motors MG1 and MG2). Thus, the vehicle travels within the allowable fluctuation range including the target vehicle speed while repeating inertial traveling that travels by inertia.

  Further, the HVECU 100, for example, in the case where the charged amount (SOC) of the secondary battery 105 for hybrid driving is insufficient or when the required output is a large required output value exceeding a predetermined value, The motor MG2 is intermittently operated in the prime mover mode, and at the start of the intermittent operation, both the motors MG1 and MG2 are operated in the same direction in the electric motor mode to start the engine 10, and not only the motor MG2 but also the engine 10 is intermittently operated. Be able to.

  That is, the HVECU 100 causes the hybrid drive device 20 to generate a driving force by the power from the engine 10 and the motor MG2 to accelerate the hybrid vehicle 1 and to stop the output of the engine 10 and the motor MG2 to stop the hybrid. The output stop state in which the vehicle 1 travels with inertia (inertia) can be executed alternately.

  Therefore, also in this case, the hybrid vehicle 1 repeats the acceleration travel that accelerates under the drive output state of the hybrid drive device 20 and the inertia travel that travels by inertia under the output stop state of the hybrid drive device 20. The vehicle can travel within an allowable fluctuation range including the vehicle speed.

More specifically, as shown in FIG. 4 (a), the HVECU 100 is based on, for example, the target vehicle speed V1S close to the current detected vehicle speed is in the intermittently operable vehicle speed range and the required accelerator opening Acc or the like. when the driver's power demand [kW] is determined to be held substantially constant from T ₀ (hereinafter, referred to as intermittent start time) to start the intermittent operation of the hybrid drive system 20 (reference control in drawing) . Then, at the start of the intermittent operation, a control speed range VR1 corresponding to a normally permissible level speed fluctuation range in which the change in the vehicle speed is not felt so much with respect to the target vehicle speed V1S is set.

Further, HVECU100 is intermittent start time _{T 0,} for example, to stop the output from the motor MG2 (or the motor MG2 and engine 10), a hybrid vehicle 1 in the traveling is run by inertia (inertia), controls the vehicle speed velocity The vehicle speed is reduced to the stop end vehicle speed V1L which is the lower limit vehicle speed of the range VR1. In FIG. 4 (a), the is exemplified in slightly greater speed than the target vehicle speed V1S as an example the speed of the intermittent start time T _0, it is needless to say not limited thereto.

  When the vehicle speed detected by the vehicle speed sensor 102 reaches the stop end vehicle speed V1L, the output stop state is canceled, and the motive power of the output value Pm1 is output from the motor MG2 (or the motor MG2 and the engine 10). During tm1, the hybrid drive device 20 generates traveling driving force to accelerate the hybrid vehicle 1 (drive output state). Further, when the vehicle speed detected by the vehicle speed sensor 102 reaches the acceleration end vehicle speed V1H which is the upper limit vehicle speed of the control speed range VR1 due to the acceleration, the output from the motor MG2 (or the motor MG2 and the engine 10) is stopped to perform predetermined inertial traveling. The hybrid vehicle 1 is allowed to travel with inertia (inertia) for the duration t1 (output stop state).

  The HVECU 100 sets the hybrid drive device 20 as described above during a period in which the target vehicle speed is within the vehicle speed range where intermittent operation is possible and the driver's required power based on the required accelerator opening Acc or the like is maintained substantially constant. An intermittent operation state in which the drive output state and the output stop state are alternately repeated is set.

  In this intermittent operation state, the output from the hybrid drive device 20 is stopped at the acceleration end vehicle speed V1H, and the motor MG2 and the like until the vehicle speed of the hybrid vehicle 1 decreases from the acceleration end vehicle speed V1H in the control speed range VR1 to the stop end vehicle speed V1L. Since the output from the engine 10 is stopped, the power consumption and the fuel consumption of the hybrid drive device 20 during the stop period are zero. On the other hand, when the output from the hybrid drive device 20 (motor output in the figure) is restarted at the stop end vehicle speed V1L, and the vehicle speed of the hybrid vehicle 1 is increased from the stop end vehicle speed V1L in the control speed range VR1 to the acceleration end vehicle speed V1H. The output value Pm1 of the hybrid drive device 20 is slightly higher than the motor output corresponding to the target vehicle speed V1S, so that the power consumption of the motor MG2 does not increase so much and the fuel consumption of the engine 10 does not change so much. Rather, improve.

  Therefore, when the intermittent operation of the hybrid drive device 20 as described above is executed, the power consumption and fuel consumption of the hybrid drive device 20 are compared with the case where the hybrid drive device 20 is used to drive at the target vehicle speed V1S at a constant speed. The fuel consumption of the hybrid vehicle 1 can be reduced.

  FIG. 2 shows an example of the motor performance when the motor MG2 (or the motor MG1) operates in the electric motor mode.

  As shown in FIG. 2, the motor MG2 has a large torque (shaft torque) when the rotational speed [rpm] of the rotor 52, which is the output rotational speed, is low, and outputs an output (shaft output) as the rotational speed increases. Increased characteristics. Further, when the output rotational speed exceeds a certain rotational speed n1, the shaft output cannot be increased due to a decrease in shaft torque, and when the rotational speed exceeds the rotational speed n2, the shaft output suddenly decreases. Have. The same applies to the motor MG1. Therefore, the motors MG1 and MG2 have a relatively good energy consumption efficiency and a loss as long as their rotational speed is a little larger when their operating point is on the relatively low rotational speed side of the medium low speed. Can be used with fewer operating points.

  In the ROM or the like of the HVECU 100, the maps shown in FIGS. 3A and 3B are stored and stored as reference loss maps created based on the motor performance of the motors MG1 and MG2 as described above. ing. In both figures, the vertical axis represents torque (axial torque), and the horizontal axis represents rotational speed. In FIG. 3A, the operation region of the motor MG1 is specified by the torque and the rotation speed, and is divided into a plurality of operation regions R11, R12, R13, and R14 that are divided in stages according to the motor efficiency. I know. In FIG. 3B, the operation region of the motor MG2 is divided into a plurality of operation regions R21, R22, R23, and R24 that are specified by the torque and the rotational speed and are stepwise divided according to the motor efficiency. Yes.

  As shown in FIGS. 3 (a) and 3 (b), the motors MG1 and MG2 operate at a low speed in a low speed operation region where the rotational speed is small and the loss is low in the operation region where the torque is small. In the region, there is a tendency that the operating region with a lower rotational speed has a lower loss.

  On the other hand, the HVECU 100 is intermittently operated based on a reference loss map as shown in FIGS. 3A and 3B and the engine performance map of the engine 10 described above in accordance with a control program stored in advance in a ROM or the like. The function as an operation condition change part is exhibited.

  That is, the HVECU 100 sets the low fuel consumption travel condition (intermittent operation condition) of the hybrid vehicle 1 by the intermittent operation of the hybrid drive device 20 during the normal travel mode selection when the eco switch 104 selects the fuel efficiency priority travel mode. It changes to the 2nd intermittent operation condition which can reduce the energy consumption of the hybrid drive device 20 rather than the 1st intermittent operation condition set.

  Specifically, when the HVECU 100 functions as an intermittent operation condition change unit, the motor MG2 (or the motor MG2 and the engine 10) during acceleration traveling is provided on the condition that the second travel control mode is selected by the eco switch 104. ) And the duration of acceleration travel during the period of intermittent operation are changed to the side where the energy consumption is reduced.

  The side where energy consumption decreases here is the direction of change in the output value of the hybrid drive device 20 or the duration of acceleration travel during the period of intermittent operation, and the hybrid drive device 20 is in intermittent operation. This is a direction that can reduce the energy consumption when in the drive output state. Specifically, for example, if it is possible to increase the output value of the hybrid drive device 20 more efficiently than when the hybrid vehicle 1 travels in the normal travel mode with respect to the same required output, the energy consumption amount The side on which the decrease is the side on which the output value of the hybrid drive device 20 is increased to a larger output value than under the selection of the normal travel mode. Alternatively, if the hybrid vehicle 1 can be output with higher efficiency by shortening the duration of acceleration travel during intermittent operation than when the hybrid vehicle 1 travels in the normal travel mode for the same required output, the energy consumption is reduced. The side to perform is the side to reduce the duration of acceleration travel during intermittent operation to a short time.

  Further, if the duration of the acceleration travel is changed to a shorter duration than that under the selection of the normal travel mode according to the increase rate of the output value of the hybrid drive device 20 during the acceleration travel, the drive output state during the acceleration travel The hybrid drive device 20 can be operated at a lower-loss operating point without changing the total output of the hybrid drive device 20 in FIG.

  More specifically, as shown in FIGS. 4A and 4B, the HVECU 100 changes the hybrid drive device 20 more on condition that the second travel control mode is selected by the eco switch 104. In order to operate at an operating point with high efficiency and low loss, the output value of the motor MG2 (or the motor MG2 and the engine 10) is output from the output value Pm1, which is a part of the intermittent operation conditions in the normal travel mode. The output value Pm2 is increased by multiplying Pm1 by a predetermined increase rate (> 1). Further, the HVECU 100 determines the acceleration travel duration during the intermittent operation period from the acceleration travel duration tm1, which is a part of the intermittent operation conditions in the normal travel mode, to a predetermined decrease rate with respect to the duration tm1. The acceleration travel duration tm2 is decreased by applying (<1). In this case, the control speed range VR1 in the normal travel mode and the control speed range VR2 in the fuel efficiency priority travel mode are set as the same speed range.

  Further, the HVECU 100 refers to the reference loss map and the engine performance map when setting the output value Pm2, and the output value Pm2 falls within a predetermined output difference ΔPm range (ΔPm> | Pm1-Pm2 |) corresponding to the increase rate. Search and set within (range). As a result, for example, a transition from the operating point of the output value Pm1 indicated by a black circle in FIG. 3B to the operating point of the output value Pm2 indicated by a white circle in FIG. The operating point of the output value Pm2 used in the traveling mode can be set in an operating region where the efficiency of the motor MG2 is higher and the loss is lower than the operating point of the output value Pm1 used in the normal traveling mode. Become.

  Here, the increase rate (Pm2 / Pm1) of the output value of the prime mover is stepwise or not so that the increase rate increases as the vehicle speed increases according to the vehicle speed value (target vehicle speed) of the hybrid vehicle 1. It is set as an increasing rate that changes in stages. In addition, the rate of change, such as the rate of increase in prime mover output and the rate of reduction in the duration of accelerated driving, is based on the results of previous experiments, etc., so that drivers and other passengers can respond to changes in vehicle speed, noise environment, etc. Is set within a range where it is difficult to have discomfort or discomfort.

  Further, the HVECU 100 controls so-called regenerative braking in which the power transmitted from the traveling drive wheel 2 to the hybrid drive device 20 is converted into electric power by the motor MG2 and charged to the secondary battery 105 when the hybrid vehicle 1 is decelerated. Can be executed.

  The HVECU 100 determines which of the engine 10 and the motors MG1 and MG2 is operated as a prime mover, the required output value, the storage state of the secondary battery 105, the EV travel selection switch 103, the eco switch 104, and a sports (not shown). It is determined according to the ON / OFF state of the travel mode selection switch. Therefore, hybrid vehicle 1 is driven only by the power from engine 10, HV traveling (hybrid traveling) that travels using engine 10 and motors MG1, MG2 in combination, and only the power from motors MG1, MG2. The vehicle can travel in any of EV traveling (electric vehicle traveling) or the like.

  Next, the operation will be described.

  In the vehicle control apparatus according to the present embodiment configured as described above, the processing shown in the schematic flow in FIGS. 5 and 6 is executed for each control cycle of the hybrid drive control by the HVECU 100. Prior to these processes, the target vehicle speed is determined at each control cycle of the hybrid drive control based on the required accelerator opening degree Acc from the accelerator position sensor 101 and sensor information on the vehicle speed at that time and other vehicle running conditions. Calculated.

  FIG. 5 shows that it is repeatedly determined whether or not the fuel efficiency priority driving mode is selected by the eco switch 104 while the vehicle is traveling, and when the fuel efficiency priority driving mode is selected, the driving condition is immediately determined. And a process for changing the condition of the intermittent operation of the hybrid drive device 20 from the first intermittent operation condition to the second intermittent operation condition.

  In the condition changing process shown in FIG. 5, it is first determined whether or not the vehicle speed is not zero, that is, whether or not the hybrid vehicle 1 is traveling (step S11). If the vehicle is not traveling (NO in step S11), the current process ends.

  If the hybrid vehicle 1 is traveling (YES in step S11), a pulse drive control routine for controlling the output of the hybrid drive device 20 is started, and based on sensor information such as the accelerator position sensor 101 and the like. The required power (requested output) of the driver is acquired (steps S12 and S13).

  Next, it is determined whether or not the fuel economy priority traveling mode is selected by the eco switch 104 (ON state) (step S14).

  At this time, if the fuel-efficient priority travel mode is not selected (OFF state) (NO in step S14), then travel drive control in the normal travel mode (normal travel control in FIG. 5) is executed. Various control values and conditions are set, and as part of the control values and conditions, a first intermittent operation condition for performing the intermittent operation as shown in FIG. S15).

  On the other hand, if the fuel efficiency priority travel mode is selected at this time (in the case of YES in step S14), then in the fuel efficiency priority travel mode in which the power consumption rate and the fuel consumption rate can be reduced compared to the normal travel mode. Various control values and conditions for executing the travel drive control (fuel efficiency priority travel control in FIG. 5) are set (step S16). As part of this, the intermittent drive control method of the hybrid drive device 20 is also fuel efficiency priority travel. It is switched to the second intermittent operation condition corresponding to the mode.

  Next, referring to a reference loss map, an engine performance map, and the like for the motor MG2, the output value Pm2 corresponding to the fuel consumption priority driving mode is within a predetermined output difference ΔPm range (ΔPm> | Pm1-Pm2 | A new operating point of a high-efficiency output point is set which becomes an output value Pm2 increased by a predetermined increase rate with respect to the output value Pm1 in the normal travel mode (step S17). . Further, the acceleration travel duration during the intermittent operation period is changed to the acceleration travel duration tm2, which is reduced by a predetermined reduction rate with respect to the acceleration travel duration tm1 in the normal travel mode. .

  On the other hand, in parallel with the condition change process according to such a vehicle travel mode, the HVECU 100 executes the intermittent operation control of the hybrid drive device 20 as shown in FIG.

  In the intermittent operation control shown in FIG. 6, it is first determined whether or not the target vehicle speed is within the vehicle speed range where intermittent operation is possible (step S21). At this time, if the target vehicle speed is out of the vehicle speed range in which intermittent operation is possible (NO in step S21), the current process ends.

  On the other hand, if the target vehicle speed is within the intermittently operable vehicle speed range (YES in step S21), then, the amount of change in the required output within a certain period of time falls within a predetermined fluctuation range, that is, Then, it is determined whether or not the driver requests a substantially constant drive output, or whether the request output gradually increases or decreases within a certain fluctuation range (step S22).

  At this time, if the amount of change in the required output within a certain time is large enough to deviate from the certain fluctuation range (NO in step S22), then non-intermittent operation, that is, normal continuous operation is started (step S23). ). Therefore, if the intermittent operation has been executed so far, the intermittent operation is interrupted.

  Next, it is determined whether or not the requested output is in an acceleration request state in which the amount of change within a certain time deviates from a certain fluctuation range to the increasing side (step S24). At this time, if the determination result is YES, the motor MG2 of the hybrid drive device 20 is driven, or the engine 10 and the motor MG2 are driven, and a drive output capable of accelerating the hybrid vehicle 1 by the hybrid drive device 20 is obtained. This is done (step S25). On the other hand, if the amount of change in the required output within a certain time is in a state of deviating from the certain fluctuation range to the decreasing side (accelerator OFF side), the motor MG2 of the hybrid drive device 20 is stopped or the engine 10 and the motor MG2 are stopped. Is stopped, and the drive output by the hybrid drive apparatus 20 is stopped (step S26).

  When the normal output or the output stop process of the hybrid drive device 20 is not performed, that is, the amount of change in the required output within a predetermined time falls within the predetermined fluctuation range, and the driver outputs a substantially constant drive output. Or a request output is gradually increased or decreased within a certain fluctuation range (YES in step S22), the intermittent operation of the hybrid drive apparatus 20 is started (step S27).

When starting this intermittent operation, first, at the intermittent start time T ₀ shown in FIG. 4 (a) or FIG. 4 (b), the output of the hybrid drive device 20 is stopped and the traveling hybrid vehicle 1 is set to coasting. After shifting to lower the vehicle speed to the stop end vehicle speed V1L of the control speed range VR1, output of the hybrid drive device 20 (for example, driving of the motor MG2) is started. In this way, without first reducing the vehicle speed, it is also possible to start the output of the hybrid drive device 20 instantly from intermittent start time T _0.

  Next, whether or not the acceleration end condition is satisfied, for example, whether or not the hybrid vehicle 1 is accelerated by the travel drive output from the hybrid drive device 20, and the vehicle speed detected by the vehicle speed sensor 102 reaches the acceleration end vehicle speed V1H in the control speed range VR1. It is determined whether or not (step S28). This determination process may be a determination as to whether or not the predetermined acceleration travel durations tm1 and tm2 shown in FIGS. 4A and 4B have elapsed, and one of the two determinations. Depending on the determination result, the process may proceed to the next step.

  If the acceleration termination condition is satisfied as a result of this determination, then the motor MG2 of the hybrid drive device 20 is stopped, or the engine 10 and the motor MG2 are stopped, and the drive output by the hybrid drive device 20 is stopped ( Step S30). At this time, the hybrid vehicle 1 shifts to coasting.

  On the other hand, if the acceleration end condition is not satisfied, then the vehicle speed of the hybrid vehicle 1 is decreased by whether or not the stop end condition is satisfied, for example, by stopping the traveling drive output from the hybrid drive device 20, and the vehicle speed sensor 102 It is determined whether or not the detected vehicle speed has reached the stop end vehicle speed V1L in the control speed range VR1 (step S29). This determination process may be a determination as to whether or not the predetermined inertial running duration t1 or t2 shown in FIGS. 4A and 4B has elapsed, and one of the two determinations. Depending on the determination result, the process may proceed to the next step.

  If the stop end condition is satisfied as a result of the determination, then the motor MG2 of the hybrid drive device 20 is driven, or the engine 10 and the motor MG2 are driven, and the drive output by the hybrid drive device 20 is resumed ( Step S31). At this time, the hybrid vehicle 1 shifts to acceleration traveling.

  On the other hand, if the stop end condition is not satisfied, then the current state (drive output state or output stop state) of the hybrid drive apparatus 20 is maintained (step S32).

  As described above, in the present embodiment, the condition change process (see FIG. 5) that immediately changes to the driving condition corresponding to the fuel consumption priority driving mode when the fuel efficiency priority driving mode is selected during vehicle driving is performed by the hybrid drive control. In addition, the hybrid vehicle 20 is operated intermittently in a state where the target vehicle speed is in the intermittently operable vehicle speed range and the driver requests a substantially constant drive output. The control to be executed (FIG. 6) is executed in parallel.

  Therefore, when the fuel efficiency priority travel mode is selected by operating the eco switch 104, the hybrid drive device 20 is intermittently operated (intermittent operation of the motor MG2 or the engine 10) in the normal travel mode in which the first intermittent operation condition is set. The second intermittent operation condition is set so that the energy consumption reduction effect by the intermittent operation is further enhanced than the energy consumption reduction effect by the motor MG2), and the hybrid drive device 20 has the most efficient output point. Immediate transition to the state of intermittent operation at.

  The first intermittent operation condition used in the normal travel mode and the second intermittent operation condition used in the fuel consumption priority travel mode are energy consumption during the intermittent operation of the hybrid drive device 20 with respect to the required output. However, it is possible to set different conditions according to changes in required output, vehicle speed, and other travel conditions, and the present invention is not limited to specific travel conditions.

  Therefore, it is possible to perform intermittent operation control that automatically supports operation with low energy consumption according to the traveling state of the hybrid vehicle 1, and sufficient power consumption and fuel consumption in the hybrid vehicle 1 equipped with the motors MG1 and MG2 are sufficient. Can be lowered.

  Further, in the present embodiment, the HVECU 100 as the intermittent operation condition changing unit is accelerated on the condition that the fuel economy priority travel mode is selected by the eco switch 104 and during the execution period of the intermittent operation. Since at least one of the travel duration is changed to the output value Pm2 on the side where the energy consumption is reduced or the acceleration travel duration tm2, the vehicle is driven with very low fuel consumption using the existing control means. realizable.

  In addition, on the condition that the fuel economy priority travel mode is selected by the eco switch 104, the HVECU 100 sets the output value of the motor MG2 and the like of the hybrid drive device 20 during acceleration travel to be more predetermined than that under the selection of the normal travel mode. Since the output value Pm2 is increased to a slightly large increase rate, the energy efficiency of the motor MG2 etc. of the hybrid drive device 20 can be increased or the drive time can be shortened without substantially deteriorating the ride comfort or noise environment. The power consumption rate and the fuel consumption rate can be further improved.

  In addition, since the speed of acceleration and speed recovery increases, the duration of acceleration travel can be shortened when the vehicle speed at the end of acceleration for switching from acceleration travel to inertial travel does not change much. Therefore, it is possible to shift to an intermittent operation that becomes a higher efficiency output point according to the required output and the traveling state without changing the driving force or without greatly changing the driving force.

  Note that the allowable range of the driver and other occupants with respect to changes in the vehicle speed and noise environment tends to become wider as the speed increases, so that the predetermined output difference ΔPm is increased in accordance with the vehicle speed, for example. This makes it possible to perform intermittent operation with a higher efficiency output point. Further, the output difference ΔPm between the normal driving mode and the fuel efficiency priority driving mode and the difference in the duration of the acceleration driving can be set to different values depending on the vehicle speed, and other driving conditions such as the slope of the road surface ( For example, it may be possible to set different values according to uphill roads, downhills) and road surface conditions (for example, wet road surfaces, snowy roads, icy roads, asphalt, gravel roads, etc.).

  As described above, in the present embodiment, it is possible to automatically support the operation with low energy consumption of the hybrid drive device 20 according to the traveling state of the vehicle, and the electric power in the hybrid vehicle 1 equipped with the motors MG1 and MG2. It is possible to provide a vehicle control device that can sufficiently reduce consumption and fuel consumption.

(Second Embodiment)
7 (a) and 7 (b) are timing charts showing the conditions of the intermittent operation of the prime mover in two different travel modes in the vehicle control apparatus according to the second embodiment of the present invention.

  The vehicle control device of each embodiment described below has substantially the same configuration as that of the above-described first embodiment, and only the intermittent operation condition of the hybrid drive device 20 is the above-described first embodiment. It is different from the form. Therefore, in the following description, about the structure which is the same as that of the vehicle control apparatus of 1st Embodiment or similar, it demonstrates using the code | symbol of the corresponding component in 1st Embodiment shown in FIGS. 1-3. To do.

  Fig.7 (a) has shown the 1st intermittent driving | running condition applied by the normal driving mode (1st driving control mode) in the vehicle control apparatus which concerns on 2nd Embodiment, FIG.7 (b) is shown. The second intermittent operation condition applied in the fuel consumption priority traveling mode (second traveling control mode) is shown.

As shown in FIG. 7 (a), HVECU100 from intermittent start time _{T 0,} as in normal travel mode selection of the first embodiment, together with starting the intermittent operation of the hybrid drive device 20, the target vehicle speed V1S On the other hand, a control speed range VR1 in which the change in the vehicle speed is not felt so much is set. Further, at the intermittent start time T ₀ , the HVECU 100 stops the output from the motor MG2 (or the motor MG2 and the engine 10), for example, and causes the hybrid vehicle 1 to coast, and the vehicle speed is set to the stop end vehicle speed V1L in the control speed range VR1. To lower. Then, when the vehicle speed detected by the vehicle speed sensor 102 reaches the stop end vehicle speed V1L, the output stop state is canceled, the power of the output value Pm1 is output from the motor MG2, and the hybrid vehicle is operated for a predetermined acceleration travel duration tm1. 1 is accelerated (drive output state). Further, when the vehicle speed reaches the acceleration end vehicle speed V1H due to the acceleration, the output from the motor MG2 is stopped, and the hybrid vehicle 1 is coasted for a predetermined coasting duration t1 (output stopped state).

  The HVECU 100 also sets the hybrid drive device 20 in the intermittent operation state as described above during a period in which the target vehicle speed is within the vehicle speed range where intermittent operation is possible and the required output is held substantially constant. Therefore, the power consumption and fuel consumption of the hybrid drive device 20 can be reduced, and the fuel-efficient travel of the hybrid vehicle 1 is possible.

  On the other hand, as shown in FIG. 7B, on the condition that the second travel control mode is selected by the eco switch 104, the hybrid drive device 20 should be operated at an operating point with higher efficiency and lower loss. The HVECU 100 increases the output value of the motor MG2 (or the motor MG2 and the engine 10) from the output value Pm1 in the normal travel mode by multiplying the output value Pm1 by a predetermined increase rate (> 1). Change to the value Pm2. Further, at least one of the acceleration end vehicle speed V1H and the stop end vehicle speed V1L is increased to the side where the energy consumption is reduced, for example, the acceleration end vehicle speed V1H is increased to an acceleration end vehicle speed V1H ′ that is higher than that in the normal travel mode selection. . Therefore, in this case, the control speed range VR1 in the normal travel mode and the control speed range VR2 in the fuel efficiency priority travel mode are set as different speed ranges.

  Note that the difference ΔV1H between the acceleration end vehicle speed V1H in the normal travel mode and the acceleration end vehicle speed V1H ′ in the fuel efficiency priority travel mode may be variably set stepwise or steplessly according to the target vehicle speed. Further, the HVECU 100 does not increase the acceleration end vehicle speed V1H in the normal travel mode to the acceleration end vehicle speed V1H ′ in the fuel efficiency priority travel mode, but sets the duration of the acceleration travel during the intermittent operation execution period in the normal travel mode. The acceleration travel duration tm1, which is a part of the intermittent operation conditions, is changed to the acceleration travel duration tm2, which is reduced by a predetermined reduction rate (<1) with respect to the duration tm1. Also good.

  The HVECU 100 also refers to the reference loss map and the engine performance map when setting the output value Pm2, and searches for and sets the output value Pm2 within a predetermined output difference ΔPm corresponding to the increase rate. ing.

  In the present embodiment, on the condition that the fuel efficiency priority travel mode is selected by the eco switch 104 as described above, the output value Pm1 in the normal travel mode is increased to the output value Pm2 in the fuel efficiency priority travel mode, and acceleration is performed. The end vehicle speed V1H is increased to a vehicle speed value V1H ′ that is greater than that under the selection of the normal travel mode.

  Therefore, when the fuel consumption priority traveling mode is selected, it is possible to smoothly shift to intermittent operation that becomes a higher efficiency output point according to the required output and traveling state at that time. In addition, since the output of the motor MG2 of the hybrid drive device 20 during acceleration traveling is increased and the energy efficiency of the motor MG2 of the hybrid drive device 20 is increased, and the speed of acceleration and speed recovery is increased, the acceleration end vehicle speed is normally driven. Even if the vehicle speed value is increased to a value larger than that under the mode selection, it is difficult for the user to feel uncomfortable. Furthermore, the ride comfort of the vehicle can be prevented from being lowered by appropriately adjusting the duration of acceleration travel during the intermittent operation period according to the increase rate of the acceleration end vehicle speed V1H.

  Also in the present embodiment, it is possible to automatically support the operation with low energy consumption of the hybrid drive device 20 according to the traveling state of the vehicle, and the power consumption and fuel in the hybrid vehicle 1 equipped with the motors MG1 and MG2. It is possible to provide a vehicle control device that can sufficiently reduce consumption.

(Third embodiment)
FIG. 8A and FIG. 8B are timing charts showing the conditions of the intermittent operation of the prime mover in two different traveling modes in the vehicle control device according to the third embodiment of the present invention, FIG. 8A shows a first intermittent operation condition applied in the normal travel mode, and FIG. 8B shows a second intermittent operation condition applied in the fuel consumption priority travel mode.

As shown in FIG. 8 (a), HVECU100 from intermittent start time _{T 0,} first, similarly to the normal driving mode selection of the second embodiment, together with starting the intermittent operation of the hybrid drive device 20, the target A control speed range VR1 in which a change in the vehicle speed is not felt so much with respect to the vehicle speed V1S is set. Further, HVECU100 is intermittent start time _{T 0,} for example, the output from the motor MG2 (or the motor MG2 and engine 10) to stop the hybrid vehicle 1 is coasting, reduce its speed to a stop termination vehicle speed V1L. Then, when the vehicle speed detected by the vehicle speed sensor 102 reaches the stop end vehicle speed V1L, the output stop state is canceled, the power of the output value Pm1 is output from the motor MG2, and the hybrid vehicle is operated for a predetermined acceleration travel duration tm1. 1 is accelerated (drive output state). Further, when the vehicle speed reaches the acceleration end vehicle speed V1H due to the acceleration, the output from the motor MG2 is stopped, and the hybrid vehicle 1 is coasted for a predetermined coasting duration t1 (output stopped state).

  The HVECU 100 also sets the hybrid drive device 20 in the intermittent operation state as described above during a period in which the target vehicle speed is within the vehicle speed range where intermittent operation is possible and the required output is held substantially constant. Therefore, the power consumption and fuel consumption of the hybrid drive device 20 can be reduced, and the fuel-efficient travel of the hybrid vehicle 1 is possible.

  On the other hand, as shown in FIG. 8 (b), the HVECU 100 operates the hybrid drive device 20 at an operating point with higher efficiency and lower loss on condition that the second travel control mode is selected by the eco switch 104. In order to operate, the output value of the motor MG2 is changed from the output value Pm1 in the normal travel mode to the output value Pm2 increased by a predetermined increase rate (> 1) with respect to the output value Pm1.

  Further, both the acceleration end vehicle speed V1H and the stop end vehicle speed V1L are changed to the side where the energy consumption is reduced. For example, the acceleration end vehicle speed is increased to the acceleration end vehicle speed V1H ′ larger than the vehicle speed value V1H under the normal travel mode selection, and the stop end vehicle speed V1L is smaller than the vehicle speed value V1L under the normal travel mode selection. Reduce to ´. In this case, the control speed range VR1 in the normal travel mode and the control speed range VR3 in the fuel efficiency priority travel mode are set as different speed ranges.

  The HVECU 100 further reduces the stop end vehicle speed V1L (<1) on the condition that the stop end vehicle speed V1L ′ under the selection of the fuel consumption priority driving mode is lower than the stop end vehicle speed V1L under the selection of the normal driving mode. Accordingly, the inertia running duration t2 during the intermittent operation can be adjusted (for example, changed to a longer time).

  The HVECU 100 also refers to the reference loss map and the engine performance map when setting the output value Pm2, and searches for and sets the output value Pm2 within a predetermined output difference ΔPm corresponding to the increase rate. ing.

  In the present embodiment, on the condition that the fuel efficiency priority travel mode is selected by the eco switch 104 as described above, the output value Pm1 in the normal travel mode is increased to the output value Pm2 in the fuel efficiency priority travel mode, and acceleration is performed. Both the end vehicle speed V1H and the stop end vehicle speed V1L are changed to the side where the energy consumption decreases.

  Therefore, when the fuel consumption priority traveling mode is selected, it is possible to smoothly shift to intermittent operation that becomes a higher efficiency output point according to the required output and traveling state at that time. Moreover, since the output of the motor MG2 and the like of the hybrid drive device 20 during acceleration traveling is increased and the energy efficiency of the motor MG2 and the like is increased, and the speed of acceleration and speed recovery is increased, the acceleration end vehicle speed is set under the selection of the normal traveling mode. Even if it is increased to a larger vehicle speed value, it is difficult to cause a sense of incongruity. Furthermore, the energy consumption can be further reduced without reducing the riding comfort of the vehicle by appropriately increasing the duration of the inertial running during the period of the intermittent operation according to the increase rate of the stop end vehicle speed V1L. .

  Also in the present embodiment, it is possible to automatically support the operation with low energy consumption of the hybrid drive device 20 according to the traveling state of the vehicle, and the power consumption and fuel in the hybrid vehicle 1 equipped with the motors MG1 and MG2. It is possible to provide a vehicle control device that can sufficiently reduce consumption.

  In each of the above-described embodiments, the hybrid drive device 20 that generates the travel drive force based on the power from at least one of the motors MG1 and MG2 and the engine 10 is provided. However, at least one electric motor (electric The present invention can be applied to an electric vehicle or a hybrid vehicle as long as the vehicle is provided with a motor) as a prime mover for driving.

  Further, in each of the above-described embodiments, when the output value of the hybrid drive device 20 during acceleration traveling is more efficient, the output of the prime mover during acceleration traveling is increased, and the intermittent operation execution period. It is said that when the duration of acceleration traveling in the middle becomes higher efficiency, the duration of acceleration traveling is shortened, but it goes without saying that the direction of output change may be reversed. Absent.

  Furthermore, although the value of the output difference ΔPm can be changed stepwise or steplessly depending on the vehicle speed, the value of the output difference ΔPm is changed based on the transition of the driving efficiency of other prime movers grasped by the control system. It is also possible to correct it. Further, the speed reduction mechanism 70 that constitutes a part of the power transmission mechanism is not limited to that shown in FIG. 1, and other gear configurations may be adopted, and a transmission may be included. .

  As described above, the control device for a vehicle according to the present invention can automatically support the operation with a small energy consumption of the prime mover for driving output according to the traveling state of the vehicle, and is equipped with a motor. There is an effect that it is possible to provide a vehicle control device that can sufficiently reduce the power consumption and the fuel consumption. The present invention as described above is useful for a vehicular control device mounted on a vehicle having at least an electric motor as a prime mover for traveling driving, and particularly for a vehicular control device that executes control for suppressing energy consumption of the prime mover. .

1 Hybrid vehicle (vehicle)
2 Traveling drive wheels (drive wheels)
3 Drive shaft (drive shaft)
10 Engine (Internal combustion engine, prime mover)
DESCRIPTION OF SYMBOLS 20 Hybrid drive apparatus 30 Vehicle control apparatus 40 Power division | segmentation integration mechanism (power transmission mechanism)
40a First planetary gear mechanism 40c Second planetary gear mechanism 49 Counter drive gear 51, 52 Rotor 53, 54 Stator 60 Motor ECU
61, 62 Inverter 70 Deceleration mechanism (power transmission mechanism)
80 Differential mechanism (power transmission mechanism)
100 HVECU (electronic control unit for hybrid drive system control, intermittent operation condition changing unit)
101 Accelerator position sensor 102 Vehicle speed sensor 103 EV travel selection switch (electric vehicle travel selection switch)
104 Eco switch (mode selection part)
105 Secondary battery (battery for hybrid drive)
106 Boost Converter 107 Battery ECU
MG1, MG2 motor (motor generator, electric motor, prime mover)
Pm1, Pm2 Output value t1, t2 Inertia travel duration tm1, tm2 Acceleration travel duration V1H, V1H 'Acceleration end vehicle speed (upper limit vehicle speed, vehicle speed value)
V1L, V1L 'Stop end vehicle speed (lower limit vehicle speed, vehicle speed value)
VR1, VR2, VR3 Control speed range V1S Target vehicle speed

Claims (10)

A prime mover controlled according to a required output and a power transmission mechanism that generates a driving force for driving according to the output of the prime mover, and the prime mover is mounted on a vehicle constituted by at least an electric motor,
Accelerated traveling for accelerating the vehicle with the traveling driving force by executing intermittent operation for intermittently outputting the output of the prime mover on condition that the required output is maintained within a preset fluctuation range and the vehicle A vehicle control device that alternately executes inertial traveling that causes a vehicle to travel inertially,
A mode selection unit capable of selecting an arbitrary traveling control mode among the first traveling control mode and the second traveling control mode in which energy consumption amounts of the prime mover with respect to the requested output are different from each other;
When the second travel control mode is selected by the mode selection unit, the intermittent operation conditions are set such that the energy consumption of the prime mover and the power transmission mechanism is greater than when the first travel control mode is selected. An intermittent operation condition changing unit that changes to a condition where the
The intermittent operation condition change unit is within a range of a predetermined output difference on the output increase side of the electric motor during the acceleration travel, on the condition that the second travel control mode is selected by the mode selection unit, A high-efficiency output point at which the energy consumption is reduced with respect to a preset reference control operating point is searched based on a characteristic map of the prime mover, and the prime mover of the prime mover is compared with when the first traveling control mode is selected. A vehicle control apparatus that performs an intermittent operation condition changing process for increasing an output value or shortening a duration of the accelerated traveling as the output value increases .   The intermittent operation condition changing unit is configured on the condition that the second traveling control mode is selected by the mode selecting unit, and the acceleration value during the execution of the intermittent operation and the output value of the prime mover during the accelerated traveling. The vehicle control device according to claim 1, wherein at least one of the duration of travel is changed to a side where the energy consumption decreases.   The intermittent operation condition changing unit selects an output value of the prime mover during the accelerated traveling on the first traveling control mode on condition that the second traveling control mode is selected by the mode selecting unit. The vehicle control device according to claim 2, wherein the vehicle output device is increased to a larger output value than below.   The intermittent running condition changing unit is configured to increase the output value of the prime mover during the accelerated running more than under the selection of the first running control mode, and the accelerated running during the intermittent running period. 4. The time duration is changed to a duration shorter than that under the selection of the first travel control mode according to an increase rate of the output value of the prime mover during the acceleration travel. Vehicle control device. The conditions of the intermittent operation include an acceleration end vehicle speed for ending the operation state of the prime mover for each acceleration travel during the intermittent operation execution period, and a stop of the prime mover for each inertial travel during the intermittent operation execution period. Including at least one of a stop end vehicle speed for ending the state,
The intermittent operation condition change unit is configured such that the energy consumption amount is set to at least one of the acceleration end vehicle speed and the stop end vehicle speed on condition that the second travel control mode is selected by the mode selection unit. The vehicle control device according to any one of claims 1 to 4, wherein the vehicle control device is changed to a lowering side.   The intermittent operation condition changing unit sets the acceleration end vehicle speed to a vehicle speed value larger than that under the selection of the first travel control mode on condition that the second travel control mode is selected by the mode selection unit. The vehicle control device according to claim 5, wherein the vehicle control device is increased.   The intermittent operation condition changing unit is configured to execute the intermittent operation according to the rate of increase of the acceleration end vehicle speed on the condition that the acceleration end vehicle speed is increased more than under the selection of the first travel control mode. The vehicle control device according to claim 6, wherein a duration of the acceleration travel in is changed.   The intermittent operation condition changing unit sets the vehicle speed value that is smaller than that under the selection of the first traveling control mode on the condition that the second traveling control mode is selected by the mode selecting unit. The vehicle control device according to claim 5, wherein   The intermittent operation condition changing unit is configured to execute the intermittent operation according to a decrease rate of the stop end vehicle speed on the condition that the stop end vehicle speed is decreased than under the selection of the first travel control mode. The vehicle control device according to claim 8, wherein a duration of the inertia traveling is increased.   The intermittent operation condition changing unit sets the acceleration end vehicle speed to a vehicle speed value larger than that under the selection of the first travel control mode on condition that the second travel control mode is selected by the mode selection unit. The vehicle control device according to claim 5, wherein the vehicle speed is decreased to a vehicle speed value smaller than that under the selection of the first travel control mode.

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