JP5843915B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus that performs regenerative power generation while performing fuel cut when a vehicle equipped with an internal combustion engine (hereinafter referred to as an engine) is decelerated, and releases the fuel cut under a predetermined condition.

  In a vehicle equipped with a generator driven by an engine, when the vehicle is decelerated with a fuel cut that does not inject fuel into the engine, the generator is driven to generate regenerative power, and the kinetic energy of the vehicle is used as electric energy. The vehicle control device to be collected is well known. If the kinetic energy of the vehicle is recovered as electric energy in this way, fuel consumption accompanying power generation during normal driving of the vehicle is reduced, and fuel efficiency is expected to be improved.

  In order to increase the efficiency of regenerative power generation of the generator, it is desirable to reduce the pumping loss of the engine. For this reason, it is desirable to increase the opening of the throttle valve as much as possible during regenerative power generation when the vehicle is decelerated with fuel cut. If it does in this way, the kinetic energy of the vehicle lost by the pumping loss of the engine can also be collected as electric energy, and the regeneration efficiency can be improved.

  Further, in order for the engine to drive the generator during fuel cut, it is necessary to transmit the rotation from the wheel to the engine with the lock-up clutch of the fluid transmission mechanism engaged. However, when releasing the lockup clutch in a state where the vehicle speed is reduced, it is necessary to perform fuel cut return control for restarting fuel injection so that the engine does not stall. However, because the throttle valve opening was increased during regenerative power generation when the vehicle was decelerating, the fuel cut was stopped and fuel injection stopped compared to when the throttle valve opening was not increased. When the vehicle is restored, the amount of intake air increases and excessive engine torque is generated, shocking the vehicle and causing discomfort to the passengers.

  Therefore, conventionally, in order to solve the above-described problems, in a vehicle equipped with an engine and a generator motor (hereinafter referred to as a motor / generator), the rotational speed of the engine immediately before the end of the regenerative operation, Based on the opening degree of the electronically controlled throttle valve, the regenerative torque that is temporarily balanced with the excessive engine torque generated immediately after the shift to the power running that drives the vehicle by the driving force of the engine is estimated, and the power running There is disclosed a vehicle control device that causes a motor / generator to generate a regenerative torque estimated when a predetermined time has passed since immediately after the transition of (see, for example, Patent Document 1).

JP2013-71585A

  In the case of the conventional device disclosed in Patent Document 1, the throttle opening after the end of the regenerative operation is smaller than that during the regenerative operation. Therefore, if there is a difference between the regenerative operation end timing and the fuel injection start timing, There is a difference between the actual intake air amount just before the end and the actual intake air amount at the time of fuel injection. Further, since the fuel injection amount based on the actual intake air amount is also deviated, the regenerative torque estimated with respect to the temporary excessive torque generated immediately after the shift to the power running, that is, after the return from the fuel cut to the fuel injection increases. When the motor / generator generates the regenerative torque estimated at the elapse of a predetermined time after the shift to the power running, there is a possibility that the engine speed is lowered and the engine is stalled.

  In the case of the above-described conventional device, when the power storage device is charged with the power generated by regenerative power generation when the vehicle is decelerated, if the amount of charge of the battery is already fully charged, the estimated regenerative torque described above. Because the power storage device cannot be charged with the power generated based on the power and the generated power cannot be absorbed by the power storage device, only a regenerative torque smaller than the estimated regenerative torque can be generated, and the magnitude of the excessive engine torque There is a problem that the shock generated in the vehicle due to excessive engine torque cannot be suppressed.

  Furthermore, in the case of the above-described conventional device, the pumping loss of the engine increases by reducing the throttle opening after the end of the regenerative power generation when the vehicle is decelerated, and the engine speed is lower than immediately before the end of the regenerative power generation. However, there is a problem that it is impossible to generate sufficient regenerative torque due to regenerative power generation after shifting to power running operation, and it is not balanced with the excessive engine torque, and the shock generated in the vehicle due to the excessive engine torque cannot be suppressed. is there.

  The present invention has been made in order to solve the problems in the above-described conventional device, and when the timing for terminating the regenerative power generation when the vehicle is decelerated differs from the fuel injection start timing, or an excessive engine. A vehicle capable of suppressing a shock that occurs in the vehicle when the fuel cut is stopped and the fuel injection is returned to the fuel injection from the regenerative power generation operation at the time of deceleration accompanied by the fuel cut even when a sufficient regenerative torque that matches the torque cannot be obtained. An object of the present invention is to provide a control device.

The vehicle control device according to the present invention includes:
When the vehicle including a power generator driven by an engine that drives the vehicle and a power storage device charged by the output of the power generator is decelerated, a fuel cut is performed to stop fuel injection to the engine and the engine A control device for a vehicle that performs deceleration regenerative power generation of the generator by increasing the opening of a throttle valve, and restarts fuel injection to the engine after completion of the deceleration regenerative power generation,
Charge amount calculating means for calculating a charge amount of the power storage device;
Engine required torque calculating means for calculating engine required torque based on the opening of an accelerator for controlling the amount of intake air to the engine;
Intake air amount measuring means for measuring the actual intake air amount sucked into the engine;
Engine actual torque calculating means for calculating engine actual torque based on torque calculation information after resuming the fuel injection;
Suppression torque calculation means for calculating an excessive torque to be suppressed generated when the fuel cut is stopped and the fuel injection is restarted based on the engine request torque and the engine actual torque;
An excessive torque suppression means for suppressing the excessive torque calculated by the suppression torque calculation means based on any one of a plurality of different operation modes of the generator;
Power generation availability determination means for determining whether the generator can generate power;
Prepared,
The excessive torque suppression means selects at least one of a plurality of operation modes of the generator based on at least the rotational speed of the engine and the result of the power generation availability determination means, and suppresses the excessive torque.
It is characterized by that.

  According to the vehicle control apparatus of the present invention, the fuel cut is calculated from the engine required torque calculated from the accelerator opening and the engine actual torque calculated from the torque calculation information such as the actual intake air amount after restarting the fuel injection. The excessive torque to be suppressed that occurs when the fuel injection is restarted is calculated and set as the suppression torque. Based on at least the number of revolutions of the engine and the result of the power generation determination unit, the plurality of generators Since any one of the operation modes is selected to suppress the excessive torque, the timing when the regenerative power generation is terminated when the vehicle decelerates is different from the timing when the fuel injection is started, or the excessive engine torque is balanced. Even if sufficient regenerative torque cannot be obtained, the vehicle will not be able to return to fuel injection after stopping the fuel cut from the regenerative power generation operation during deceleration with fuel cut. It is possible to suppress the resulting shock. Furthermore, re-acceleration intended by the driver can be performed by using the engine required torque calculated from the accelerator opening instead of the throttle opening.

It is a block diagram which shows the control apparatus of the vehicle by Embodiment 1 of this invention. 6 is a time chart showing an excessive torque suppression operation by regenerative torque of regenerative power generation in the vehicle control apparatus according to Embodiment 1 of the present invention; The operation of the vehicle control apparatus according to the first embodiment of the present invention from the regenerative power generation during deceleration of the vehicle accompanied by the fuel cut to the stop of the fuel cut, the return of fuel injection, and the combustion of the fuel will be described. It is a flowchart. 4 is a flowchart illustrating an operation for suppressing an excessive engine torque in the vehicle control apparatus according to Embodiment 1 of the present invention. 3 is a flowchart showing excessive engine torque suppression processing in the vehicle control apparatus according to Embodiment 1 of the present invention; It is a block diagram which shows the control apparatus of the vehicle by Embodiment 2 of this invention. It is a flowchart which shows the suppression process of the excessive engine torque in the control apparatus of the vehicle by Embodiment 2 of this invention.

  Hereinafter, preferred embodiments of a vehicle control device according to the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts will be described with the same reference numerals.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram illustrating a vehicle control apparatus according to Embodiment 1 of the present invention. In FIG. 1, the driving force, which is the output of the engine 1 as a driving source for vehicle travel, includes a crankshaft 5, a pulley 7 of a CVT (Continuously Variable Transmission) 6, a belt 8, It is transmitted to the wheel 11 via the clutch 9 and the drive shaft 10. The driving force of the engine 1 generates power by driving the generator 2 via the crankshaft 5, the pulley 4, and the belt 3, and the generated power is charged in a power storage device (not shown). Examples of the power storage device include a lead battery, a lithium ion battery, a nickel cadmium battery, a nickel metal hydride battery, and a capacitor.

  When the driver depresses the accelerator pedal 15, the accelerator position corresponding to the accelerator depression amount is detected by the accelerator position sensor 16. The detected accelerator opening is transmitted to the ECU 17 via a communication path. The ECU 17 drives the throttle valve 13 of the intake pipe 12 based on the transmitted accelerator opening. The opening degree of the throttle valve 13 is detected by a throttle position sensor 14. The detected throttle valve opening is transmitted to the ECU 17 via a communication path. When the driver depresses the brake pedal 18, the brake depression force is detected by a brake depression force sensor 19. The detected brake pedal force is transmitted to the ECU 17 via a communication path. The generator 2 is subjected to power generation control and three-phase short-circuit control by the ECU 17, and the regenerative electric energy, regenerative torque, and short-circuit braking torque are controlled by field control.

  FIG. 2 is a time chart showing the excessive torque suppression operation by the regenerative torque of the regenerative power generation in the vehicle control apparatus according to Embodiment 1 of the present invention. The time chart shown in FIG. 2 shows that in the vehicle control device shown in FIG. 1, the brake pedal 18 is released from the stepping-down state when the vehicle is decelerated to release the brake, and the accelerator pedal 15 is stepped on to release the accelerator. (A) brake, (b) accelerator, (c) fuel injection, (d) throttle opening, (e) accelerator opening, (f) regenerative torque, (g) ) Shows the time transition of engine generated torque, (h) engine shaft torque (synthesis), (i) intake air amount, (j) engine speed, and (k) vehicle speed. It is a time chart which performed excessive torque control operation by torque. In the time chart shown in FIG. 2, the brake (a) is turned off at time t1, the accelerator (b) is turned on at time t2, the fuel injection (c) is restarted at time t3, and the fuel injection ( It shows that the fuel according to c) burns.

  In FIG. 2, the vehicle is in a deceleration regeneration state until time t1. In this state, the brake (a) is turned on, the accelerator (b) is turned off, the fuel injection (c) is turned off, the fuel is cut off, and regenerative power generation by the generator 2 is performed. During this deceleration regeneration, it is desirable to widen the throttle opening (d) in order to reduce the pumping loss of the engine 1, but based on the deceleration required based on the brake pedal force and the charge amount of the power storage device. The throttle opening (d) is adjusted by the regenerative torque (f) based on the calculated acceptable power amount and the amount of power generated by regenerative power generation. In the first embodiment of the present invention, it is assumed that the throttle opening (d) is fully open so that the pumping loss of the engine 1 is “0”. Thus, since the throttle opening (d) is fully open, the intake air amount (i) is the air amount when fully open.

  When the brake (a) is turned off at time t1, the deceleration regeneration is finished, and since the accelerator (b) is turned off, the throttle opening (d) is temporarily set based on the accelerator opening (e). Closed. As a result, the intake air amount (j) decreases from the fully open air amount to the fully closed air amount, and accordingly, the engine generated torque (g) decreases from “0” to the fully closed pumping loss. Negative torque increases. At this time, as the engine generated torque (g) increases toward the negative torque side, the regenerative torque (f) is decreased toward “0” so that the deceleration without any sense of incongruity is achieved. In Embodiment 1 of the present invention, the regenerative torque (f) is controlled so that the vehicle speed does not change between time t1 and time t2.

  When the accelerator (b) is turned on at time t2, the throttle opening (d) is controlled based on the accelerator opening (e). In the first embodiment of the present invention, the intake air amount (i) is increased accordingly, and the pumping loss of the engine generated torque is reduced. At time t3, the fuel injection (c) is turned on with the fuel amount based on the intake air amount (i) at that time, and the fuel injection is resumed.

  Since the intake air amount (i) changes later than the throttle operation, in the first embodiment, the intake air amount does not decrease to the intake air amount based on the throttle opening (d) at time t3. When fuel is injected with a fuel amount based on the above, excessive engine torque is generated during fuel combustion. For example, at time t1, the brake (a) is turned off, the throttle opening (d) is fully closed, the fuel cut is stopped and the fuel injection (c) is turned on without turning on the accelerator (b). When returning to, the fuel injection (c) is turned on after returning to the fuel injection (c) after returning to the fully closed air amount as indicated by the dotted line indicated by the intake air amount (i) after time t5, Excessive engine torque is not generated. That is, when the fuel injection (c) is turned on from time t1 to time t5, an excessive engine torque is generated. Therefore, the fuel injection (c) is turned on when the accelerator (b) is turned on, or the accelerator is turned on. When the fuel cut is stopped without turning on (b) and the fuel injection is restored by turning on the fuel injection (c), it is necessary to suppress excessive engine torque.

  The fuel whose fuel injection (c) is turned on at time t3 burns at time t4, and the engine generated torque (g) becomes positive torque. The solid line of the engine generated torque (g) in the time chart of FIG. 2 is the engine actual torque calculated from the actual intake air amount, the fuel injection amount, and the ignition timing after the fuel injection (c) is turned on again. The dotted line is the engine required torque calculated from the accelerator opening (e). From the difference between the actual engine torque shown in the actual battle and the required engine torque shown by the dotted line, the excessive torque that should be suppressed when the fuel cut is stopped and the fuel injection is restored by turning on the fuel injection (c) is calculated. The excessive torque is set as the suppression torque, and based on the suppression torque, regenerative power generation is performed so that the regenerative torque as indicated by the dotted line is generated in the regenerative torque (f), the fuel cut is stopped, and the fuel injection (c) Suppresses excessive torque that is generated when fuel injection is restored by turning on.

  In the excessive torque suppression operation by the regenerative torque of the regenerative power generation shown in FIG. 2, the operation mode before time t4 is “mode 1”, the operation mode from time t4 to time t5 is “mode 2”, and after time t5. The operation mode will be referred to as “mode 3”. That is, mode 1 shows an operation mode from the deceleration regeneration in which regenerative power generation is performed while performing fuel cut to the time when fuel is burned after the fuel cut is stopped and fuel injection is restored by turning on fuel injection (c). . Mode 2 and mode 3 will be described later.

  In the above, the excessive torque suppression operation by the regenerative torque of the regenerative power generation has been described. However, the regenerative power generation is not the same as the regenerative power generation by using the short-circuit braking torque by short-circuiting the armature winding of the generator 2 by three-phase. By performing the control, the above-described excessive torque can be suppressed.

  Next, the operation of the above-described mode 1 will be described using a flowchart. FIG. 3 shows the process from regenerative power generation at the time of deceleration of the vehicle accompanied by fuel cut in the vehicle control apparatus according to Embodiment 1 of the present invention until the fuel cut is stopped, the fuel injection is resumed, and the fuel burns. It is a flowchart explaining operation | movement of. First, when a deceleration regeneration condition not shown in the flowchart of FIG. 3 is satisfied, mode 1 is selected, and mode 1 processing is started.

  Next, in FIG. 3, in step 3000, it is determined whether or not the deceleration regeneration termination condition is satisfied. If satisfied (Y), the process proceeds to step 3001, and if not satisfied (N) Go to 3101. The deceleration regeneration termination condition includes, for example, brake off, accelerator on, vehicle speed ≦ lockup release vehicle speed 1, charge amount of the power storage device is a predetermined value SOC (charge rate) 1 or more, and the like. Here, the lockup release vehicle speed 1 is a value higher than the vehicle speed at which the CVT 6 releases the lockup during deceleration regeneration, and is determined from experience values, experiments, simulations, and the like. In addition, the predetermined value SOC1 sets a value based on experience values, experiments, simulations, and the like for the amount of charge at which the power storage device cannot accept regeneratively generated power or is fully charged.

  In step 3001, the throttle opening based on the accelerator opening is controlled from the state in which the opening of the throttle valve during deceleration regeneration is largely opened. In the first embodiment, since the brake is turned off and the accelerator is turned off, the throttle opening is temporarily controlled from the fully open state during the deceleration regeneration. This state corresponds to time t2 in FIG.

  Next, in step 3002, regenerative power generation torque control in accordance with the intake air amount and the deceleration is performed. At this time, since the throttle opening is closed in step 3001, the intake air amount is gradually decreased, and the pumping loss is increased accordingly, so that the engine torque is gradually increased to the negative torque side. The regenerative torque is also gradually reduced so that the deceleration is comfortable.

  Next, in step 3003, it is determined whether or not a fuel cut return condition is satisfied. If satisfied, the process proceeds to step 3004. If not satisfied, the process proceeds to step 3103. The fuel cut return condition includes, for example, engine speed ≦ predetermined value NE1, accelerator on, vehicle speed ≦ lockup release vehicle speed 2, and the like. Here, the lockup release vehicle speed 2 is higher than the vehicle speed at which the CVT 6 is unlocked due to deceleration regeneration, and is within the range of the lockup release vehicle speed 1 or less, such as experience values, experiments, simulations, etc. Determined from.

  In step 3004, the fuel injection amount is calculated based on the current intake air amount. Next, in step 3005, fuel injection is performed with the fuel injection amount obtained in step 3004. In step 3006, torque calculation information such as the intake air amount and the fuel injection amount when fuel is injected in step 3005 is stored in order to calculate the actual engine torque during fuel combustion in mode 2 described later.

  Note that the aforementioned torque calculation information from when fuel cut is stopped in mode 1 and fuel injection is resumed until processing in mode 2 to be described later is completed and transition to mode 3 is stored, for example, with a cue structure. It is overwritten from the aforementioned torque calculation information stored in the area and referenced in mode 2.

  Next, in step 3007, the fuel combustion waiting counter is incremented. In step 3008, it is determined whether or not the fuel combustion waiting counter is greater than or equal to the predetermined value CNT1. If satisfied (Y), the process proceeds to step 3009. If not satisfied (N), the process proceeds to mode 2. This transition condition is not established, and the current mode 1 processing is terminated. Here, for example, the predetermined value CNT1 is the number of times of ignition until the fuel injected at the time of return from fuel cut to fuel injection burns, and is determined from experience values, experiments, simulations, and the like. In step 3009, the transition condition to mode 2 is established, and the current mode 1 process is terminated.

  On the other hand, as a result of the determination in step 3000 described above, when it is determined that the deceleration regeneration termination condition is not satisfied and the process proceeds to step 3101, in step 3101, the calculation is based on the deceleration based on the brake pedal force and the charge amount of the power storage device. Throttle control is performed according to the amount of power that can be accepted and its regenerative torque. In the example shown in FIG. 2, the throttle opening is fully opened so that the pumping loss of the engine 1 becomes “0”.

  Next, in step 3102, deceleration regeneration is performed by regenerative power generation torque control in accordance with the intake air amount and deceleration. In step 3103, the fuel cut is continued without performing the fuel injection. Next, in step 3104, the fuel combustion waiting counter is initialized to “0”, and the current mode 1 process is terminated while the transition condition to mode 2 is not satisfied.

  FIG. 4 is a flowchart for explaining the operation of suppressing excessive engine torque in the vehicle control apparatus according to Embodiment 1 of the present invention, and shows the operation of mode 2 shown in FIG. In FIG. 4, in step 4001, the actual engine torque is calculated based on the torque calculation information stored in the queue structure in step 3006 of mode 1 described above and step 4009 of mode 2 described later.

  Next, in step 4002, a required torque based on the accelerator opening is calculated. In step 4003, an excessive torque is calculated from [the excessive torque = engine actual torque−required torque] from the engine actual torque calculated in step 4001 and the required torque calculated in step 4002.

Next, in step 4004, it is determined whether or not the excessive torque is greater than or equal to a predetermined value TRQ1, and if it is determined that the excessive torque is greater than or equal to the predetermined value TRQ1 (Y), step 400 is performed.
If not (N), go to Step 4007. Here, the predetermined value TRQ1 is determined from an experience value, an experiment, a simulation, or the like as a value at which a shock occurs due to excessive torque.

  In step 4005, the excessive torque is substituted for the suppression torque. Next, in step 4006, an excessive torque suppression process shown in FIG. Next, in step 4007, a fuel injection amount based on the current intake air amount is calculated. In step 4008, fuel injection is performed with the fuel injection amount obtained in step 4007.

In step 4009, in order to calculate the actual engine torque at the time of fuel combustion in step 4001 described above, torque calculation information such as the intake air amount and the fuel injection amount at the time of fuel injection in step 4008 is stored. Note that the aforementioned torque calculation information from when fuel cut is stopped in mode 1 and fuel injection is resumed until processing in mode 2 to be described later is completed and transition to mode 3 is stored, for example, with a cue structure. stored in the area, it is overwritten from the foregoing torque calculation information referenced in mode 2.

  In step 4010, it is determined whether or not the mode 2 dwell time is equal to or greater than the predetermined value TM1, and if it is determined that the dwell time in mode 2 is equal to or greater than the predetermined value TM1 (Y), the process proceeds to step 4011. Otherwise (N), the current mode 2 processing is terminated while the transition condition to mode 3 is not satisfied. Here, the predetermined value TM1 is determined from the maximum time during which excessive engine torque is generated and continued, based on experience values, experiments, simulations, and the like, for the time for which the mode 2 processing is continued. In step 4011, the condition for transition to mode 3 is established, and the current mode 2 process is terminated. In mode 3, throttle control based on the normal accelerator opening after t5 in the time chart of FIG. 2 and normal power generation control are performed.

  Next, FIG. 5 is a flowchart showing a process for suppressing excessive engine torque in the vehicle control apparatus according to Embodiment 1 of the present invention. The details of the process in step 4006 in FIG. Show. In FIG. 5, in step 5001, regenerative power generation will be generated when regenerative power generation is performed with the suppression torque calculated in steps 4001 to 4005 during excessive engine torque suppression within the period of mode 2 in FIG. Calculate the amount of power generated.

  Next, in step 5002, an acceptable power amount is calculated based on the charge amount of the power storage device. In Step 5003, it is determined whether or not the engine speed is equal to or greater than a predetermined value NE1, and if it is determined that the engine speed is equal to or greater than the predetermined value NE1 (Y), the process proceeds to Step 5004; ), Go to Step 5101. Here, the predetermined value NE1 is an engine speed capable of generating a sufficient regenerative torque by regenerative power generation, and is determined from characteristics of the generator, experience values, experiments, simulations, and the like.

  Next, in step 5004, it is determined whether the amount of power that can be accepted by the power storage device calculated in step 5002 is larger than the amount of regenerative power generated in step 5001. As a result of the determination, if it is determined that the amount of power that can be accepted by the power storage device is larger than the regenerative power generation amount calculated in step 5001 (Y), the process proceeds to step 5005; otherwise (N), step Go to 5101.

Next, in step 5005, it is determined whether ΔNE is less than a predetermined value DNE1 before starting the excessive torque suppression process and after starting the excessive torque suppression process determined from the current engine speed, and starting the excessive torque suppression process. If it is determined that ΔNE is less than the predetermined value DNE1 (Y), the process proceeds to step 5006; otherwise (N), the process proceeds to step 5101. Here, the predetermined value DNE1 is a ΔNE value that is generated when the regenerative power generation regenerative torque is insufficient with respect to the excessive torque due to, for example, variations in the regenerative power generation amount due to the temperature characteristics of the power generator. Determined from.

In step 5006, it is determined whether or not the state of the power storage device can be charged. If charging is possible (Y), the process proceeds to step 5007. Otherwise (N), the process proceeds to step 5101. The determination of the state of the power storage device in step 5006 is performed by at least one of the following (1) to (4).
(1) It is determined whether or not the charging current is less than a predetermined value A1. Here, the predetermined value A1 is determined from an experience value, an experiment, a simulation, or the like as a current value at which the power storage device fails when charging is performed with a charging current higher than that.
(2) It is determined whether the charging voltage is less than a predetermined value V1. Here, the predetermined value V1 is determined from an experience value, an experiment, a simulation, or the like as a voltage value at which the power storage device fails when charging is performed at a higher charging voltage.
(3) It is determined whether or not the temperature of the power storage device is equal to or higher than a predetermined value TMP1 and lower than a predetermined value TMP2. For example, the power storage device is a lithium ion battery, and charging by regenerative power generation cannot be performed because there is a danger that a fire may occur if charging is performed at a high temperature. Further, when the temperature of the power storage device is low, the acceptance of the charging power is worsened, so that the regenerative torque of the regenerative power generation becomes insufficient with respect to the excessive torque, and the excessive torque cannot be suppressed. Here, the predetermined values TMP1 and TMP2 are determined from experience values, experiments, simulations, and the like.
(4) It is determined whether or not the charge amount of the power storage device is less than a predetermined value SOC1. Here, the predetermined value SOC1 is set based on experience values, experiments, simulations, and the like, such as a charge amount at which the power storage device is not desired to be charged any more, or a charge amount that can be determined as a fully charged state.

  In step 5007, regenerative power generation is performed with the suppression torque calculated in steps 4001 to 4005, and excessive engine torque is suppressed with the regenerative torque.

  On the other hand, when the processing proceeds to step 5101, the generator 2 is short-circuit braked with the suppression torque calculated in steps 4001 to 4005, and excessive engine torque is suppressed with the short-circuit braking torque.

  As described above, according to the vehicle control apparatus of the first embodiment of the present invention, excessive engine torque is suppressed by regenerative torque by regenerative power generation, and regenerative power generation is not possible or regenerative power regenerative torque is insufficient. If so, it is possible to suppress an excessive engine torque by the short-circuit braking torque of the three-phase short circuit of the generator.

Embodiment 2. FIG.
In the first embodiment, an example of application to a vehicle including a generator is shown, but the present invention can also be applied to a vehicle including a motor / generator instead of the generator. FIG. 6 is a block diagram showing a vehicle control apparatus according to Embodiment 2 of the present invention. In FIG. 6, the driving force, which is the output of the engine 1 as a vehicle driving source, is transmitted via the crankshaft 5, the pulley 7 of the CVT 6, the belt 8, the clutch 9, and the drive shaft 10. It is transmitted to the wheel 11. The driving force of the engine 1 generates electric power by driving the motor / generator 20 via the crankshaft 5, the pulley 4, and the belt 3, and the generated electric power is charged in a power storage device (not shown).

When the driver depresses the accelerator pedal 15, the accelerator position corresponding to the accelerator depression amount is detected by the accelerator position sensor 16. The detected accelerator opening is transmitted to the ECU 17 via a communication path. The ECU 17 drives the throttle valve 13 of the intake pipe 12 based on the transmitted accelerator opening. The opening degree of the throttle valve 13 is detected by a throttle position sensor 14. The detected throttle valve opening is transmitted to the ECU 17 via a communication path. When the driver depresses the brake pedal 18, the brake depression force is detected by a brake depression force sensor 19. The detected brake pedal force is transmitted to the ECU 17 via a communication path.

Further, temperature information of a temperature sensor (not shown) of the motor / generator 20 is transmitted from the motor / generator 20 to the ECU 17 through a communication path, and the ECU 17 generates power, controls three-phase short-circuits, and controls the motor / generator 20. And the regenerative electric energy, regenerative torque, short-circuit braking torque, and drive torque are adjusted by field control.

  FIG. 7 is a flowchart showing excessive engine torque suppression processing in the vehicle control apparatus according to Embodiment 2 of the present invention. Step 7001 to Step 7003, Step 7004 to Step 7007, and Step 7101 shown in FIG. 7 perform the same processing as Step 5001 to Step 5003, Step 5004 to Step 5007, and Step 5101 of FIG.

  In step 7201, it is determined whether or not a reverse rotation direction torque generation condition is satisfied. If the result of determination is that it has been established, the routine proceeds to step 7202. If not, the process proceeds to step 7003. Here, as the reverse rotation direction torque generation condition, for example, there is a case where the power storage device in which priority is given to discharging of the power storage device is fully charged.

  In step 7202, reverse rotation direction torque that can suppress excessive engine torque is generated. Here, the reverse rotation direction torque amount is determined based on experience values, experiments, simulations, and the like, while suppressing excessive engine torque and preventing reverse rotation.

  In the present invention, the embodiments can be appropriately modified or omitted within the scope of the invention.

The vehicle control apparatus according to the first and second embodiments of the present invention described above embodies at least one of the following inventions.
(1) A fuel cut that stops fuel injection to the engine is performed at the time of deceleration of the vehicle including a generator that is driven by an engine that drives the vehicle to generate electric power and a power storage device that is charged by the output of the generator. A vehicle control device configured to increase the opening of a throttle valve of the engine to perform decelerating regenerative power generation of the generator, and to resume fuel injection to the engine after completion of the decelerating regenerative power generation,
Charge amount calculating means for calculating a charge amount of the power storage device;
Engine required torque calculating means for calculating engine required torque based on the opening of an accelerator for controlling the amount of intake air to the engine;
Intake air amount measuring means for measuring the actual intake air amount sucked into the engine;
Engine actual torque calculating means for calculating engine actual torque based on torque calculation information after resuming the fuel injection;
Suppression torque calculation means for calculating an excessive torque to be suppressed generated when the fuel cut is stopped and the fuel injection is restarted based on the engine request torque and the engine actual torque;
An excessive torque suppression means for suppressing the excessive torque calculated by the suppression torque calculation means based on any one of a plurality of different operation modes of the generator;
Power generation availability determination means for determining whether the generator can generate power;
Prepared,
The torque calculation information is information including at least an actual intake air amount after completion of the deceleration regenerative power generation and a fuel injection amount calculated based on the actual intake air amount;
The excessive torque suppression means selects at least one of a plurality of operation modes of the generator based on at least the rotational speed of the engine and the result of the power generation availability determination means, and suppresses the excessive torque.
A control apparatus for a vehicle.
According to this configuration, the fuel cut is stopped from the engine required torque calculated from the accelerator opening and the engine actual torque calculated from the torque calculation information such as the actual intake air amount after the fuel injection is restarted. An excessive torque to be suppressed that is generated when fuel injection is resumed is calculated and set as a suppression torque. Based on at least the engine speed and the result of the power generation determination means, Since the excessive torque is suppressed by selecting any one of them, there is a sufficient regenerative torque that balances the excessive engine torque when the timing for terminating the regenerative power generation when the vehicle decelerates differs from the fuel injection start timing. Even if it cannot be obtained, the shock that occurs in the vehicle when the fuel cut is stopped and the fuel injection is returned from the regenerative power generation operation during deceleration accompanied by the fuel cut is suppressed. It can be. Furthermore, re-acceleration intended by the driver can be performed by using the engine required torque calculated from the accelerator opening instead of the throttle opening.

(2) A plurality of different operation modes of the generator include an operation mode by regenerative power generation of the generator and an operation mode by short-circuit braking by a phase short circuit of the armature winding of the generator,
Based on the determination result of the power generation availability determination means, the excessive torque suppression means is either an operation mode by regenerative power generation of the generator or an operation mode by short circuit braking by a phase short circuit of the armature winding of the generator. To suppress the excessive torque to be suppressed based on the torque generated in the generator according to the selected operation mode,
The vehicle control device according to (1), characterized in that:

(3) The operation mode of the selected generator is an operation mode by regenerative power generation of the generator,
Regenerative power generation amount estimation means for estimating a regenerative power generation amount that the generator will generate by generating a regenerative torque corresponding to the excessive torque to be suppressed;
An acceptable power amount estimating means for estimating an acceptable power amount of the power storage device based on the charge amount of the power storage device calculated by the charge amount calculation means;
With
The power generation availability determination means includes:
The regenerative power generation amount estimated by the regenerative power generation amount estimation means is compared with the acceptable power amount estimated by the acceptable power amount estimation means so as to determine whether the generator can generate power. Configured,
The excessive torque suppression unit suppresses the excessive torque by selecting an operation mode of the generator based on a determination result of the power generation availability determination unit.
The vehicle control device according to (2), characterized in that:
According to this configuration, the charge amount of the power storage device is compared with the regenerative power generation amount based on the suppression torque, and the regenerative power generation and the three-phase short circuit are switched to suppress excessive torque. Even when regenerative power generation cannot be performed or when sufficient regenerative torque cannot be obtained, excessive torque can be suppressed by short-circuit braking torque by switching to the three-phase short circuit.
Moreover, even if it is determined by the power generation availability determination means that the engine speed is low and excessive torque suppression by regenerative torque of regenerative power generation cannot be performed, the excessive torque can be suppressed by the short-circuit braking torque by switching to the three-phase short circuit.

(4) comprising chargeability determination means for determining whether or not the power storage device can be charged based on at least one of a charge voltage, a charge current, a temperature, and a charge amount of the power storage device;
The excessive torque suppression means suppresses the excessive torque by switching the plurality of excessive torque suppression means based on the determination result of the power generation availability determination means and the determination result of the charge availability determination means.
The vehicle control device according to (2), characterized in that:
According to this configuration, it is determined whether or not the power storage device can be charged from at least one of the state of the power storage device, that is, the charging voltage, the charging current, the temperature, and the charge amount, and an excessive torque is generated by switching between regenerative power generation and three-phase short circuit. Therefore, even when regenerative power generation cannot be performed due to the state of the power storage device or when sufficient regenerative torque cannot be obtained, excessive torque can be suppressed by the short-circuit braking torque of the three-phase short circuit.

(5) The excessive torque suppression means includes engine speed detection means for monitoring the engine speed and detecting the engine speed increase during the excessive torque suppression by the regenerative torque of the regenerative power generation,
When the surging detection means detects the surging of the engine speed, the operation mode is switched from the operation mode by regenerative power generation of the generator to the operation mode by short circuit braking by a phase short circuit of the armature winding of the generator.
The vehicle control device according to any one of the above (2) to (4).
According to this configuration, excessive torque suppression due to regenerative power regeneration torque is insufficient when engine speed is monitored and engine speed increases are detected during excessive torque suppression due to regenerative power regeneration torque. It is determined that there is, and switching from regenerative power generation to a three-phase short circuit can suppress excessive torque by the short-circuit braking torque of the three-phase short circuit.

(6) When the excessive torque suppression means determines that the generator is not capable of generating power during the excessive torque suppression by the regenerative torque of the regenerative power generation, the power generation availability determination means determines that the generator is operated by regenerative power generation. Switch from the mode to the mode of operation by short-circuit braking by the phase short circuit of the armature winding of the generator,
The vehicle control device according to any one of the above (2) to (4).
According to this configuration, when excessive torque suppression due to regenerative torque of regenerative power generation is compared, if it is determined that power generation is impossible by comparing regenerative power generation amount and acceptable power amount, regenerative power generation is switched to three-phase short circuit. The excessive torque can be suppressed by the short-circuit braking torque of the three-phase short circuit.

(7) When the excessive torque suppression means determines that power generation is not possible based on the determination result of the chargeability determination means during the excessive torque suppression due to the regenerative torque of the regenerative power generation, Switch from the operation mode by regenerative power generation of the generator to the operation mode by short circuit braking by the phase short circuit of the armature winding of the generator,
The vehicle control device according to (4) , characterized in that:
According to this configuration, during excessive torque suppression due to regenerative torque of regenerative power generation, it is determined that the power storage device cannot be charged from at least one of the states of the power storage device, that is, the charging voltage, the charging current, the temperature, and the charge amount. In this case, the excessive torque can be suppressed by the short-circuit braking torque of the three-phase short circuit without switching from the regenerative power generation to the three-phase short circuit and causing the power storage device to fail.

(8) The generator is constituted by a motor generator.
The vehicle control device according to any one of the above (1) to (7).

(9) The plurality of different operation modes are an operation mode by regenerative power generation of the motor / generator, an operation mode by short-circuit braking by a phase short circuit of an armature winding of the motor / generator, and a reverse rotation of the motor / generator. An operation mode for generating directional torque,
The excessive torque suppression means is based on the determination result of the power generation availability determination means, the operation mode by regenerative power generation of the generator, the operation mode by short-circuit braking by the phase short circuit of the armature winding of the generator, and the reverse Selecting any one of the operation modes for generating the rotational direction torque, and suppressing the excessive torque to be suppressed based on the torque generated in the generator by the selected operation mode;
The vehicle control device according to (8), characterized in that:
According to the configuration of (8) or (9) above, excessive torque can be suppressed by generating torque in the reverse rotation direction by the motor / generator when the power storage device wants to give priority to discharging due to full charge.

1 engine, 2 generator, 20 motor generator, 3 belt, 4 pulley, 5 crankshaft, 6 CVT, 7 pulley, 8 belt, 9 clutch, 10 drive shaft, 11 wheel, 12 intake pipe, 13 throttle, 14 throttle Position sensor, 15 accelerator pedal, 16 accelerator position sensor, 17 ECU, 18 brake pedal, 19 brake pedal force sensor

Claims (9)

When the vehicle including a power generator driven by an engine that drives the vehicle and a power storage device charged by the output of the power generator is decelerated, a fuel cut is performed to stop fuel injection to the engine and the engine A control device for a vehicle that performs deceleration regenerative power generation of the generator by increasing the opening of a throttle valve, and restarts fuel injection to the engine after completion of the deceleration regenerative power generation,
Charge amount calculating means for calculating a charge amount of the power storage device;
Engine required torque calculating means for calculating engine required torque based on the opening of an accelerator for controlling the amount of intake air to the engine;
Intake air amount measuring means for measuring the actual intake air amount sucked into the engine;
Engine actual torque calculating means for calculating engine actual torque based on torque calculation information after resuming the fuel injection;
Suppression torque calculation means for calculating an excessive torque to be suppressed generated when the fuel cut is stopped and the fuel injection is restarted based on the engine request torque and the engine actual torque;
An excessive torque suppression means for suppressing the excessive torque calculated by the suppression torque calculation means based on any one of a plurality of different operation modes of the generator;
Power generation availability determination means for determining whether the generator can generate power;
Prepared,
The torque calculation information is information including at least an actual intake air amount after completion of the deceleration regenerative power generation and a fuel injection amount calculated based on the actual intake air amount;
The excessive torque suppression means selects at least one of a plurality of operation modes of the generator based on at least the rotational speed of the engine and the result of the power generation availability determination means, and suppresses the excessive torque.
A control apparatus for a vehicle. A plurality of different operation modes of the generator include an operation mode by regenerative power generation of the generator and an operation mode by short-circuit braking by a phase short circuit of the armature winding of the generator,
Based on the determination result of the power generation availability determination means, the excessive torque suppression means is either an operation mode by regenerative power generation of the generator or an operation mode by short circuit braking by a phase short circuit of the armature winding of the generator. To suppress the excessive torque to be suppressed based on the torque generated in the generator according to the selected operation mode,
The vehicle control device according to claim 1. The operation mode of the selected generator is an operation mode by regenerative power generation of the generator,
Regenerative power generation amount estimation means for estimating a regenerative power generation amount that the generator will generate by generating a regenerative torque corresponding to the excessive torque to be suppressed;
An acceptable power amount estimating means for estimating an acceptable power amount of the power storage device based on the charge amount of the power storage device calculated by the charge amount calculation means;
With
The power generation availability determination means includes:
The regenerative power generation amount estimated by the regenerative power generation amount estimation means is compared with the acceptable power amount estimated by the acceptable power amount estimation means so as to determine whether the generator can generate power. Configured,
The excessive torque suppression unit suppresses the excessive torque by selecting an operation mode of the generator based on a determination result of the power generation availability determination unit.
The vehicle control device according to claim 2. Chargeability determination means for determining whether the power storage device can be charged based on at least one of a charging voltage, a charging current, a temperature, and a charge amount of the power storage device;
The excessive torque suppression means suppresses the excessive torque by switching the plurality of excessive torque suppression means based on the determination result of the power generation availability determination means and the determination result of the charge availability determination means.
The vehicle control device according to claim 2. The excessive torque suppression means includes engine speed detection means for monitoring the engine speed and detecting the engine speed increase during the excessive torque suppression by the regenerative torque of the regenerative power generation,
When the surging detection means detects the surging of the engine speed, the operation mode is switched from the operation mode by regenerative power generation of the generator to the operation mode by short circuit braking by a phase short circuit of the armature winding of the generator.
The vehicle control device according to any one of claims 2 to 4, wherein the control device is a vehicle control device. When the excessive torque suppression means determines that the generator cannot generate power during the excessive torque suppression by the regenerative torque of the regenerative power generation, the power generation availability determination means determines that the excessive torque suppression means from the operation mode by regenerative power generation of the generator. Switch to operating mode by short circuit braking by phase short circuit of generator armature winding,
The vehicle control device according to any one of claims 2 to 4, wherein the control device is a vehicle control device. When the excessive torque suppression means determines that power generation is not possible based on the determination result of the chargeability determination means during the excessive torque suppression due to the regenerative torque of the regenerative power generation, Switching from the operation mode by regenerative power generation to the operation mode by short-circuit braking by the phase short circuit of the armature winding of the generator,
The vehicle control device according to claim 4 . The generator is composed of a motor / generator,
The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle control device. The plurality of different operation modes include an operation mode by regenerative power generation of the motor / generator, an operation mode by short-circuit braking by a phase short circuit of an armature winding of the motor / generator, and a reverse rotation direction torque of the motor / generator. Operation mode to occur,
The excessive torque suppression means is based on the determination result of the power generation availability determination means, the operation mode by regenerative power generation of the generator, the operation mode by short-circuit braking by the phase short circuit of the armature winding of the generator, and the reverse Selecting any one of the operation modes for generating the rotational direction torque, and suppressing the excessive torque to be suppressed based on the torque generated in the generator by the selected operation mode;
The vehicle control device according to claim 8.