JP6319189B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle, for example.

  Patent Document 1 describes a vehicle control device that causes a vehicle capable of switching between an operating state and a non-operating state of an internal combustion engine during vehicle traveling to perform accelerated inertial traveling. Here, the acceleration inertia traveling described in Patent Document 1 is an acceleration traveling in which the internal combustion engine is in an operating state and the vehicle is driven by the driving power transmitted to the driving wheels out of the engine output to accelerate and travel, In this traveling, the internal combustion engine is deactivated and inertial traveling in which the vehicle travels inertially by inertial force is repeated alternately within a set vehicle speed range.

  In addition, Patent Document 2 is cited as a prior art document related to the present invention.

JP 2010-280363 A JP 2013-126806 A

  In Patent Document 1, acceleration coasting is performed by a hybrid vehicle including an internal combustion engine and an electric motor capable of converting engine output of the internal combustion engine into charging power charged in a secondary battery (that is, capable of generating power). It has been broken.

  Here, when the vehicle is performing accelerated inertia traveling, the electric motor converts the engine output into charging power while the accelerated traveling is performed. However, depending on the driving state of the hybrid vehicle, the amount of electric power (charged amount) stored in the secondary battery gradually increases when the electric motor simply converts the engine output into charging power during acceleration running. It may decrease. For example, the amount of electric power newly stored by the secondary battery during acceleration traveling (the amount of charge, the amount of electric power not consumed by the auxiliary device among the amount of electric power generated by the motor) is used for coasting. If it is smaller than the amount of power newly released by the secondary battery while it is being discharged (the amount of discharge, the amount of power consumed by the auxiliary equipment, etc.), there is a possibility that the storage amount will gradually decrease. is there. If the power storage amount continues to decrease as it is, the power storage amount may decrease excessively. As a result, the fuel consumption of the vehicle may be relatively deteriorated due to an excessive decrease in the amount of stored electricity.

  For example, if the vehicle finishes the acceleration inertia running with the amount of power stored excessively decreased, the amount of power stored decreases, so the hybrid vehicle sets the output of the motor after setting the state of the internal combustion engine to the non-operating state. Cannot drive with That is, the hybrid vehicle cannot perform so-called EV (Electric Vehicle) travel. Therefore, there is a possibility that the fuel efficiency is relatively deteriorated.

  For example, if the vehicle finishes the acceleration coasting while the amount of stored electricity is excessively reduced, it may be necessary to set the state of the internal combustion engine to an operating state only for the purpose of increasing the stored amount of electricity. Therefore, there is a possibility that the fuel efficiency is relatively deteriorated.

  For example, when the hybrid vehicle is performing an inertial inertial traveling, the hybrid vehicle performs an accelerated traveling following the inertial traveling so that the state of the internal combustion engine is reduced by cranking the internal combustion engine using an electric motor. Switch from operating state to operating state. However, when the amount of stored electricity is excessively reduced, it may be difficult to crank the internal combustion engine using the electric motor. As a result, it becomes difficult for the hybrid vehicle to continue the acceleration inertial running. Therefore, there is a possibility that the fuel efficiency is relatively deteriorated.

  Note that the relative deterioration of fuel consumption due to excessive reduction in the amount of stored electricity is not limited to a hybrid vehicle including an internal combustion engine and an electric motor capable of generating electricity, but also to any vehicle including an internal combustion engine and a generator. It can happen. Furthermore, the relative deterioration of fuel consumption due to excessive reduction in the amount of stored electricity is not limited to vehicles that repeat acceleration and inertia running by switching the operating state and non-operating state of the internal combustion engine. The same may occur in a vehicle that repeats acceleration traveling in which the vehicle accelerates using the engine output and inertial traveling in which the vehicle travels inertially without using the engine output regardless of whether the state and the non-operating state are switched. is there.

  Examples of problems to be solved by the present invention include the above. The present invention is a vehicle control capable of suitably suppressing deterioration in fuel consumption due to a decrease in the amount of stored electricity when the vehicle speed is kept within a predetermined speed range by alternately repeating acceleration traveling and inertia traveling. It is an object to provide an apparatus.

<1>
A vehicle control device that solves the above problems stores an internal combustion engine, power generation means that converts at least one of engine output of the internal combustion engine and kinetic energy of the vehicle into electric power, and the electric power converted by the power generation means. A vehicle control apparatus for controlling a vehicle including a power storage unit, wherein the vehicle performs acceleration traveling in which the vehicle accelerates using the engine output and inertial traveling in which the vehicle travels without inertia without using the engine output. Are alternately repeated so that the vehicle speed of the vehicle falls within a predetermined speed range, the first control means for controlling the vehicle, and the engine output and the kinetic energy during the inertia period in which the vehicle performs the inertia traveling. And second control means for controlling the power generation means so as to convert at least one of them into the electric power.

  According to the vehicle control device, a vehicle including an internal combustion engine, a power generation unit, and a power storage unit can be controlled. The power generation means converts the engine output of the internal combustion engine into electric power. The power generation means converts the kinetic energy of the vehicle into electric power in addition to or instead of the engine output of the internal combustion engine. Such power generation means may be, for example, a motor generator or an alternator. The electric power converted by the power generation means (that is, generated or generated) is stored by the power storage means.

  In order to control such a vehicle, the vehicle control device includes first control means and second control means.

  The first control means controls the vehicle so that the vehicle speed is within a predetermined speed range by alternately repeating the acceleration traveling and the inertia traveling. As a result, the vehicle can continue to run at a substantially constant vehicle speed.

  Accelerated travel refers to travel in which the vehicle is powered (typically accelerated) using engine output. When the vehicle is accelerated, the internal combustion engine is in an operating state because the vehicle uses engine output. On the other hand, inertial traveling means traveling in which the vehicle travels inertial (in other words, inertia) without using engine output. When the vehicle is coasting, the internal combustion engine is preferably in a non-operating state in order to improve the fuel consumption of the vehicle because the vehicle does not use engine output. However, even when the vehicle is coasting, the internal combustion engine may be in an operating state. That is, even if the state of the internal combustion engine is in the operating state, it can be said that the vehicle is coasting unless the vehicle is powered by the engine output of the internal combustion engine in the operating state.

  The second control means controls the power generation means so as to convert at least one of the engine output of the internal combustion engine and the kinetic energy of the vehicle into electric power. In particular, the second control means controls the power generation means so as to convert at least one of the engine output and the kinetic energy into electric power during the inertia period in which the vehicle is coasting. In other words, the second control means controls the power generation means so as to generate power during the inertia period. At this time, the second control means may control the power generation means so as to convert at least one of the engine output and the kinetic energy into electric power over the entire inertia period. Alternatively, the second control means may control the power generation means so as to convert at least one of the engine output and kinetic energy into electric power during a part of the inertia period.

  For example, when the vehicle is coasting and the internal combustion engine is in a non-operating state, the second control means performs kinetic energy (more specifically, at least part of the kinetic energy during the inertia period). ) May be controlled so as to be converted into electric power. For example, when the vehicle is coasting and the state of the internal combustion engine is in an operating state, the second control means outputs the engine output (more specifically, at least a part of the engine output) during the inertia period. The power generation means may be controlled to convert at least one of kinetic energy (more specifically, at least a part of kinetic energy) into electric power.

  In this way, the power generation means can generate power not only during the acceleration period in which the vehicle travels accelerated but also during the inertia period under the control of the second control means. That is, the power storage means is charged not only during the acceleration period but also during the inertia period. As a result, a decrease in the amount of power stored in the power storage means (that is, the amount of power stored in the power storage means) while the vehicle alternately repeats acceleration traveling and inertia traveling is suitably suppressed (in other words, prevented). Therefore, an excessive decrease in the amount of electricity stored in the electricity storage means is also suitably suppressed. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed.

<2>
In another aspect of the vehicle control device that solves the above-described problem, the second control unit is configured to reduce the amount of power stored in the power storage unit while the vehicle alternately repeats the acceleration travel and the inertia travel. The power generation means is controlled to convert at least one of the engine output and the kinetic energy into the electric power during the inertia period.

  According to this aspect, a decrease in the amount of electricity stored in the electricity storage means while the vehicle repeats acceleration running and inertia running alternately is preferably suppressed. Therefore, an excessive decrease in the amount of electricity stored in the electricity storage means is also suitably suppressed. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed.

  If the power generation means converts at least one of the engine output and kinetic energy into electric power during the inertia period, the power generation means converts at least one of the engine output and kinetic energy into electric power during the inertia period. Compared with the case where the vehicle is not converted, the vehicle speed decreases during the inertia period. As a result, conversion of at least one of the engine output and kinetic energy during the inertia period into electric power leads to a reduction in the inertia period. That is, when the power generation means converts at least one of the engine output and kinetic energy into electric power during the inertia period, the power generation means converts at least one of the engine output and kinetic energy into electric power during the inertia period. The inertia period is shortened compared to the case where no conversion is performed. On the other hand, it is preferable that the state of the internal combustion engine is in an inoperative state (or even if the state of the internal combustion engine is in an operational state, the engine output is relatively As the inertia period becomes longer, the fuel efficiency of the vehicle is further improved. For this reason, from the viewpoint of improving fuel consumption, it is preferable that the power generation means does not convert at least one of the engine output and the kinetic energy into electric power during the inertia period. Therefore, in this aspect, in order to avoid excessive shortening of the inertia period, the second control means selectively outputs the engine output during the inertia period when a phenomenon of reduction in the amount of stored electricity that may cause deterioration in fuel consumption occurs. And the power generation means is controlled to convert at least one of kinetic energy into electric power. That is, the second control means generates power so as to convert at least one of the engine output and the kinetic energy into electric power during the inertia period when the phenomenon of reduction in the amount of stored electricity that may cause deterioration in fuel consumption has not occurred. The means need not be controlled. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of electricity stored in the electricity storage means is suitably suppressed, it is caused by the conversion to at least one of the engine output and kinetic energy during the inertia period. Excessive shortening of the inertia period to be obtained is suppressed.

  In addition, the “decrease in the amount of stored electricity” referred to here is a decrease in the amount of stored electricity (typically an excessive decrease or a predetermined threshold) as the vehicle continues to travel while the phenomenon of “reduction in the stored amount of electricity” occurs. It means a phenomenon that can cause a decrease below. Such “decrease in the amount of power storage” may occur, for example, when the amount of increase in the power storage amount during the acceleration period in which acceleration traveling is performed is smaller than the amount of decrease in the power storage amount during the inertia period. Therefore, “reduction in the amount of stored electricity” means, for example, a decrease in the amount of stored electricity at the end of the inertia period following the acceleration period, based on the amount of stored electricity at the start of the acceleration period in which acceleration traveling is performed. May be. In this case, when the amount of electricity stored at the end of the inertia period following the acceleration period is reduced compared to the amount of electricity stored at the start of the acceleration period in which acceleration travel is performed, the amount of electricity stored is reduced. I can say that. On the other hand, if the amount of electricity stored at the end of the inertia period following the acceleration period does not decrease compared to the amount of electricity stored at the start of the acceleration period in which acceleration travel is performed, the amount of electricity stored is not reduced. I can say that. That is, the “reduction in the amount of stored electricity” may not mean that the instantaneous value of the stored amount of electricity temporarily or instantaneously decreases. In other words, it can be said that “a decrease in the amount of stored electricity” is a phenomenon that can occur even when the instantaneous value of the stored amount of electricity increases temporarily or instantaneously. Therefore, the “decrease in the amount of stored electricity” can be said to substantially mean a gradual decrease in the average value of the stored amount of electricity.

<3>
Vehicle that controls power generation means so as to convert at least one of engine output and kinetic energy into electric power during the inertia period when the amount of power storage decreases while the vehicle alternately repeats acceleration traveling and inertia traveling as described above In another aspect of the control device, the control device further includes third control means for controlling the power generation means so as to convert the engine output into the electric power during an acceleration period in which the vehicle performs the acceleration traveling, and the second control. Means for reducing the amount of electricity stored while the vehicle alternately repeats the acceleration travel and the inertia travel even though the power generation means converts the engine output into the electric power during the acceleration period. In addition, the power generation means is controlled to convert at least one of the engine output and the kinetic energy into the electric power during the inertia period.

  According to this aspect, the power generation means normally converts the engine output into electric power under the control of the third control means during the acceleration period in which the state of the internal combustion engine becomes the operating state. In this case, the power generation means may convert the engine output into electric power over the entire acceleration period. Alternatively, the power generation means may convert the engine output into electric power during at least a part of the acceleration period.

  On the other hand, depending on the amount of power generated by the power generation means during the acceleration period and the amount of power stored in the power storage means, the vehicle accelerates even though the power generation means converts engine output to electric power during the acceleration period. There is a possibility that the amount of power storage will decrease while the traveling and the inertial traveling are repeated alternately. For example, when the power generation amount of the power generation means during the acceleration period is relatively small, or when the consumption of power stored in the power storage means is relatively large, the power generation means converts the engine output to electric power during the acceleration period. In spite of the conversion, there is a possibility that the amount of power storage may decrease while the vehicle repeats acceleration traveling and inertial traveling alternately.

  For this reason, the second control means has a case in which the storage amount decreases while the vehicle alternately repeats the acceleration traveling and the inertia traveling even though the power generation means converts the engine output into electric power during the acceleration period. In addition to or instead of converting the engine output into electric power during the acceleration period, the power generation means is controlled to convert at least one of the engine output and kinetic energy into electric power during the inertia period. For this reason, a decrease in the amount of electricity stored in the electricity storage means while the vehicle repeats acceleration traveling and inertial traveling alternately is suitably suppressed. Therefore, an excessive decrease in the amount of electricity stored in the electricity storage means is also suitably suppressed. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed.

<4>
Vehicle that controls power generation means so as to convert at least one of engine output and kinetic energy into electric power during the inertia period when the amount of power storage decreases while the vehicle alternately repeats acceleration traveling and inertia traveling as described above In another aspect of the control device, the second control unit is configured such that (i) the power storage amount decreases, and (ii) the power generation unit converts the engine output into the electric power during the acceleration period. When it is impossible to increase the amount of electric power obtained to such an extent that the amount of stored electricity does not decrease, at least one of the engine output and the kinetic energy is converted into the electric power during the inertia period. The power generation means is controlled. In this case, the vehicle control device may further include the above-described third control unit in order to cause the power generation unit to convert the engine output into electric power during the acceleration period.

  In general, the power generation means can arbitrarily change its power generation amount. For example, if the engine output increases, the amount of power generated by the power generation means can also increase. Therefore, when the amount of stored power decreases while the vehicle alternately repeats acceleration traveling and inertia traveling even though the power generating means converts engine output into electric power during the acceleration period, the power generating means It is also considered that a decrease in the amount of stored electricity can be suppressed by increasing the amount of power generation during the acceleration period. However, for some reason, the power generation means may not be able to increase the power generation amount during the acceleration period to the extent that the power storage amount does not decrease (that is, suppress the decrease in the power storage amount).

  For this reason, according to this aspect, the second control means increases the power generation amount during the acceleration period to such an extent that the decrease in the storage amount can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling. If this is not possible, the power generation means is controlled to selectively convert at least one of engine output and kinetic energy into electric power during the inertia period. That is, when the second control means can increase the power generation amount during the acceleration period to such an extent that the decrease in the amount of power storage can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling, The power generation means may not be controlled so as to convert at least one of the engine output and the kinetic energy into electric power during the period. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed, the excessive shortening of the inertia period is suppressed.

<5>
As described above, when it is impossible to increase the amount of electric power obtained by the power generation means converting the engine output into electric power during the acceleration period to such an extent that the storage amount does not decrease, the engine output and motion during the inertia period In another aspect of the vehicle control apparatus that controls the power generation means so as to convert at least one of the energy into electric power, the second control means is configured such that the power generation means converts the engine output into the electric power during the acceleration period. When it is possible to increase the amount of electric power obtained by conversion to such an extent that the amount of stored electricity does not decrease, the engine output and the kinetic energy are not converted to the electric power during the inertia period. Control power generation means.

  According to this aspect, the second control unit can increase the power generation amount during the acceleration period to such an extent that the decrease in the amount of stored electricity can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling. The power generation means is controlled so as not to convert engine output and kinetic energy into electric power during the inertia period. In this case, it is preferable that the power generation means increase the power generation amount during the acceleration period to such an extent that the decrease in the power storage amount can be suppressed while the vehicle alternately repeats the acceleration travel and the inertia travel. For example, when the vehicle control apparatus includes the above-described third control unit, the third control unit can suppress a decrease in the amount of stored electricity while the vehicle alternately repeats acceleration traveling and inertia traveling. It is preferable to control the power generation means so as to increase the power generation amount during the acceleration period. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed, the excessive shortening of the inertia period is suppressed.

<6>
Vehicle that controls power generation means so as to convert at least one of engine output and kinetic energy into electric power during the inertia period when the amount of power storage decreases while the vehicle alternately repeats acceleration traveling and inertia traveling as described above In another aspect of the control device, the second control means includes: (i) the power storage amount is reduced; and (ii) the power generation means is the engine during the acceleration period so that the power storage amount does not decrease. When the electric energy obtained by converting the output into the electric power exceeds the upper limit value of the electric energy that can be input to the power storage means, at least one of the engine output and the kinetic energy during the inertia period. The power generation means is controlled so as to be converted into the electric power. In this case, the vehicle control device may further include the above-described third control unit in order to cause the power generation unit to convert the engine output into electric power during the acceleration period.

  As described above, in the case where the storage amount decreases while the vehicle alternately repeats acceleration traveling and inertia traveling even though the power generation means converts engine output into electric power during the acceleration period, It is also considered that the means can suppress a decrease in the amount of stored electricity by increasing the amount of power generation during the acceleration period. However, the amount of power generation during the acceleration period (especially the minimum necessary amount of power generation capable of suppressing a decrease in the amount of stored electricity) exceeds the upper limit value (so-called Win limit value) of the amount of power that can be input to the power storage means. In this case, the power generation means cannot increase the power generation amount during the acceleration period to such an extent that the power storage amount does not decrease (that is, suppresses the decrease in the power storage amount).

  For this reason, according to this aspect, the second control means increases the power generation amount during the acceleration period to such an extent that the decrease in the storage amount can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling. If this is not possible, the power generation means is controlled to selectively convert at least one of engine output and kinetic energy into electric power during the inertia period. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed, the excessive shortening of the inertia period is suppressed.

<7>
As described above, when the amount of power obtained by the power generation means converting the engine output into electric power during the acceleration period exceeds the upper limit of the amount of power that can be input to the power storage means, the engine output and the kinetic energy during the inertia period. In another aspect of the vehicle control apparatus for controlling the power generation means so as to convert at least one of them into electric power, the second control means is configured such that the power generation means is used during the acceleration period so that the amount of stored electricity does not decrease. When the amount of electric power obtained by converting the engine output into the electric power does not exceed the upper limit value, the power generation means is configured not to convert the engine output and the kinetic energy into the electric power during the inertia period. To control.

  According to this aspect, the second control unit can increase the power generation amount during the acceleration period to such an extent that the decrease in the amount of stored electricity can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling. The power generation means is controlled so as not to convert engine output and kinetic energy into electric power during the inertia period. In this case, it is preferable that the power generation means increase the power generation amount during the acceleration period to such an extent that the decrease in the power storage amount can be suppressed while the vehicle alternately repeats the acceleration travel and the inertia travel. For example, when the vehicle control apparatus includes the above-described third control unit, the third control unit can suppress a decrease in the amount of stored electricity while the vehicle alternately repeats acceleration traveling and inertia traveling. It is preferable to control the power generation means so as to increase the power generation amount during the acceleration period. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed, the excessive shortening of the inertia period is suppressed.

<8>
Vehicle that controls power generation means so as to convert at least one of engine output and kinetic energy into electric power during the inertia period when the amount of power storage decreases while the vehicle alternately repeats acceleration traveling and inertia traveling as described above In another aspect of the control device, the second control unit is configured such that (i) the power storage amount decreases, and (ii) the power generation unit converts the engine output into the electric power during the acceleration period. When the powertrain efficiency of the vehicle including the internal combustion engine deteriorates by a predetermined amount or more due to the increase in the amount of electric power obtained to the extent that the amount of stored electricity does not decrease, during the inertia period The power generation means is controlled to convert at least one of the engine output and the kinetic energy into the electric power. In this case, the vehicle control device may further include the above-described third control unit in order to cause the power generation unit to convert the engine output into electric power during the acceleration period.

  As described above, in the case where the storage amount decreases while the vehicle alternately repeats acceleration traveling and inertia traveling even though the power generation means converts engine output into electric power during the acceleration period, It is also considered that the means can suppress a decrease in the amount of stored electricity by increasing the amount of power generation during the acceleration period. Such an increase in power generation amount is typically realized by an increase in engine output. On the other hand, an increase in engine output leads to a change in the operating point of the internal combustion engine. Changing the operating point of the internal combustion engine leads to a change (for example, deterioration) in the efficiency of the powertrain of the vehicle including the internal combustion engine. A change (for example, deterioration) in powertrain efficiency leads to a change (for example, deterioration) in fuel consumption of the vehicle. Therefore, increasing the amount of power generation during the acceleration period to suppress deterioration in fuel consumption due to excessive reduction in the amount of stored electricity may cause further deterioration in fuel consumption due to deterioration in powertrain efficiency in some cases. There is.

  For this reason, according to this aspect, when the second control unit increases the power generation amount during the acceleration period to such an extent that the decrease in the storage amount can be suppressed while the vehicle alternately repeats the acceleration traveling and the inertia traveling. The power generation means is controlled to selectively convert at least one of the engine output and the kinetic energy into electric power during the inertia period when the powertrain efficiency deteriorates by a predetermined amount or more. In this case, it is preferable that the power generation means does not increase the power generation amount during the acceleration period in order to suppress the deterioration of the powertrain efficiency during the acceleration period. For example, when the vehicle control apparatus includes the above-described third control unit, the third control unit increases the power generation amount during the acceleration period in order to suppress deterioration of the powertrain efficiency during the acceleration period. It is preferable not to control the power generation means. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of electricity stored in the power storage means and the deterioration of the fuel consumption of the vehicle due to the deterioration of the powertrain efficiency are suitably suppressed, the inertia period is excessively shortened. It is suppressed.

<9>
In another aspect of the vehicle control apparatus for controlling the power generation means so as to convert at least one of the engine output and the kinetic energy into electric power during the inertia period when the efficiency of the power train deteriorates by a predetermined amount or more as described above, The second control unit controls the power generation unit so that the engine output and the kinetic energy are not converted into the electric power during the inertia period when the efficiency does not deteriorate by the predetermined amount or more.

  According to this aspect, even if the second control means increases the power generation amount during the acceleration period to such an extent that the decrease in the storage amount can be suppressed while the vehicle repeats the acceleration traveling and the inertia traveling alternately. When the efficiency of the train does not deteriorate by a predetermined amount or more, the power generation means is controlled so that the engine output and kinetic energy are not converted into electric power during the inertia period. In this case, it is preferable that the power generation means increase the power generation amount during the acceleration period to such an extent that the decrease in the power storage amount can be suppressed while the vehicle alternately repeats the acceleration travel and the inertia travel. For example, when the vehicle control apparatus includes the above-described third control unit, the third control unit can suppress a decrease in the amount of stored electricity while the vehicle alternately repeats acceleration traveling and inertia traveling. It is preferable to control the power generation means so as to increase the power generation amount during the acceleration period. As a result, while the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of electricity stored in the power storage means and the deterioration of the fuel consumption of the vehicle due to the deterioration of the powertrain efficiency are suitably suppressed, the inertia period is excessively shortened. It is suppressed.

<10>
In another aspect of the vehicle control device that solves the above-described problem, the acceleration traveling is acceleration traveling in which the vehicle accelerates by setting the state of the internal combustion engine to an operating state, and the inertia traveling is the internal combustion engine. Is set to a non-operating state so that the vehicle travels inertially, and the second control means converts the kinetic energy into the electric power in at least a part of the inertial period, The power generation means is controlled.

  According to this aspect, the decrease in the amount of power stored in the power storage means is preferably suppressed while the vehicle alternately repeats the acceleration traveling in which the internal combustion engine is in the operating state and the inertia traveling in which the internal combustion engine is in the non-operating state. Is done. Therefore, an excessive decrease in the amount of electricity stored in the electricity storage means is also suitably suppressed. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the amount of power stored in the power storage means is suitably suppressed.

  These effects and other advantages of the present invention will be further clarified from the embodiments described below.

It is a block diagram which shows an example of a structure of the hybrid vehicle of this embodiment. It is a flowchart which shows the flow of the 1st operation example (especially 1st operation example of the hybrid vehicle which performs acceleration inertial running) of the hybrid vehicle of this embodiment. It is a timing chart which shows a user's demand power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount, and battery SOC when the hybrid vehicle is performing acceleration inertial running. Indicates the user request power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount, and battery SOC when an excessive decrease in SOC is suppressed by an increase in MG1 power generation amount according to the first operation example. It is a timing chart. User demand power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount and battery when excessive reduction of SOC is suppressed by regeneration of motor generator MG2 during the inertia period according to the first operation example It is a 1st example of the timing chart which shows this SOC. User demand power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount and battery when excessive reduction of SOC is suppressed by regeneration of motor generator MG2 during the inertia period according to the first operation example It is a 2nd example of the timing chart which shows this SOC. It is a flowchart which shows the flow of the 2nd operation example (especially 2nd operation example of the hybrid vehicle which performs acceleration inertial running) of the hybrid vehicle of this embodiment. User demand power, vehicle speed, engine output, powertrain efficiency, motor output, MG1 power generation amount, MG2 power generation amount and battery when excessive decrease in SOC is suppressed by increase in MG1 power generation amount according to the second operation example It is a timing chart which shows the SOC. User demand power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount and battery when the excessive decrease in SOC is suppressed by regeneration of motor generator MG2 during the inertia period according to the second operation example It is a 1st example of the timing chart which shows this SOC. User demand power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount and battery when the excessive decrease in SOC is suppressed by regeneration of motor generator MG2 during the inertia period according to the second operation example It is a 2nd example of the timing chart which shows this SOC. In the situation where the state of the engine ENG is in an operating state during the inertia period, when the excessive decrease in the SOC is suppressed by the increase in the MG1 power generation amount according to the first operation example, the user request power, the vehicle speed, the engine output, It is a timing chart which shows powertrain efficiency, a motor output, MG1 electric power generation amount, MG2 electric power generation amount, and battery SOC.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In the following, description will be given using the hybrid vehicle 10 to which the embodiment of the vehicle control device of the present invention is applied.

(1) Configuration of Hybrid Vehicle First, the configuration of the hybrid vehicle 10 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of the hybrid vehicle 10 of the present embodiment.

  As shown in FIG. 1, the hybrid vehicle 10 is a specific example of an axle 11, wheels 12, an ECU (Electronic Control Unit) 100 that is a specific example of a “vehicle control device”, and a “internal combustion engine”. Engine ENG, motor generator MG1 which is a specific example of “power generation means”, motor generator MG2 which is a specific example of “power generation means”, power split mechanism 300, inverter 400, and one of “power storage means” The battery 500 which is a specific example is provided.

  The axle 11 is a transmission shaft for transmitting the power output from the engine ENG and the motor generator MG2 to the wheels. The wheels 12 are means for transmitting power transmitted through the axle 11 to the road surface.

  The ECU 100 is an electronic control unit configured to be able to control the entire operation of the hybrid vehicle 10. Particularly in the present embodiment, the ECU 100 is a first control unit 101 that is a specific example of “first control means” as a circuit block physically realized in the ECU 100 or as a processing block logically realized. And a second control unit 102 which is a specific example of “second control means” and a third control unit 103 which is a specific example of “third control means”.

  The first control unit 101 mainly controls the entire operation of the hybrid vehicle 10. In particular, the first control unit 101 controls the hybrid vehicle 10 so that the hybrid vehicle 10 performs acceleration inertial traveling (in other words, intermittent traveling). The second control unit 102 mainly controls power generation (that is, regeneration) of the motor generator MG2 during the inertia period in which the hybrid vehicle 10 performs inertia traveling, in cooperation with the first control unit 102 as necessary. The third control unit 103 mainly controls the power generation of the motor generator MG1 during the acceleration period in which the hybrid vehicle 10 travels in an accelerated manner in cooperation with the first control unit 102 as necessary. The accelerated inertia traveling will be described in detail later with reference to FIG.

  The engine ENG is driven by burning fuel such as gasoline or light oil (in other words, it operates). The engine ENG functions as a main power source of the hybrid vehicle 10. In addition, engine ENG functions as a power source for rotating (in other words, driving) a rotation shaft of motor generator MG1 described later.

  Motor generator MG1 functions as a generator for charging battery 500. When motor generator MG1 functions as a generator, the rotation shaft of motor generator MG1 is rotated by the power of engine ENG. However, motor generator MG <b> 1 may function as an electric motor that supplies power of hybrid vehicle 10 by being driven using electric power stored in battery 500.

  Motor generator MG <b> 2 functions as an electric motor that supplies power of hybrid vehicle 10 by being driven using electric power stored in battery 500. In addition, motor generator MG2 functions as a generator for charging battery 500. When motor generator MG2 functions as a generator, the rotation shaft of motor generator MG2 is rotated by the power transmitted from axle 11 to motor generator MG2.

  The power split mechanism 300 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). The rotation shaft of the sun gear is connected to the rotation shaft of the motor generator MG1, for example. The rotating shaft of the ring gear is connected to the rotating shaft of the motor generator MG2, for example. The rotating shaft of the planetary carrier located between the sun gear and the ring gear is connected to the rotating shaft (that is, the crankshaft) of the engine ENG, for example. The rotation of the engine ENG is transmitted to the sun gear and the ring gear by the planetary carrier and the pinion gear. That is, the power of the engine ENG is divided into two systems. In the hybrid vehicle 10, the rotating shaft of the ring gear is connected to the axle 11 in the hybrid vehicle 10, and the driving force is transmitted to the wheels 12 through the axle 11.

  Inverter 400 converts the DC power extracted from battery 500 into AC power and supplies it to motor generator MG1 and motor generator MG2. Further, inverter 400 converts AC power generated by motor generator MG1 and motor generator MG2 into DC power and supplies it to battery 500. The inverter 400 may be configured as a part of a so-called PCU (Power Control Unit).

  Battery 500 is a power supply source that supplies electric power for driving motor generator MG1 and motor generator MG2 to motor generator MG1 and motor generator MG2. The battery 500 is a rechargeable storage battery.

  The battery 500 may be charged by receiving power from an external power source of the hybrid vehicle 10. That is, the hybrid vehicle 10 may be a so-called plug-in hybrid vehicle.

(2) Operation of Hybrid Vehicle 10 Next, the operation of the hybrid vehicle 10 (particularly, the operation of the hybrid vehicle 10 that performs accelerated inertia traveling) will be described with reference to FIGS. 2 to 5. In the following, two operation examples (first and second operation examples) are illustrated as operation examples of the hybrid vehicle 10.

(2-1) First Operation Example First, a first operation example of the hybrid vehicle 10 (particularly, a first operation example of the hybrid vehicle 10 that performs accelerated inertia traveling) will be described with reference to FIG. FIG. 2 is a flowchart showing a flow of a first operation example of the hybrid vehicle 10 (particularly, a first operation example of the hybrid vehicle 10 that performs accelerated inertia traveling).

  As shown in FIG. 2, the first control unit 101 determines whether or not the hybrid vehicle 10 performs accelerated inertial traveling (step S101).

  “Accelerated inertia traveling” in the present embodiment means traveling in which the hybrid vehicle 10 alternately repeats acceleration traveling and inertia traveling so that the vehicle speed of the hybrid vehicle 10 is within a predetermined speed range. In other words, “accelerated inertia traveling” means traveling in which the hybrid vehicle 10 alternately repeats acceleration traveling and inertia traveling so that the vehicle speed of the hybrid vehicle 10 is generally maintained at a constant target speed.

  The accelerated traveling means traveling in which the hybrid vehicle 10 is powered (typically accelerated) using the engine output of the engine ENG in the activated state when the engine ENG is in the activated state. When the state of the engine ENG becomes an operating state, the engine ENG is driven by consuming fuel. As a result, the engine ENG gives an engine output to the crankshaft.

  On the other hand, coasting means that the engine ENG is in a non-operating state and the hybrid vehicle 10 is coasting without using the engine output of the engine ENG. When the state of the engine ENG becomes a non-operating state, the engine ENG does not consume fuel. That is, when the state of ENG becomes a non-operating state, engine ENG is not driven. As a result, the engine ENG does not give the engine output to the crankshaft. In other words, the engine ENG does not apply braking torque corresponding to engine braking to the crankshaft. In this case, the crankshaft may be stationary.

  While the fuel consumption during acceleration running is relatively large, the fuel consumption during inertia running is relatively small or zero. Therefore, if the condition that the amount of decrease in fuel consumption during coasting exceeds the amount of increase in fuel consumption during coasting is satisfied, acceleration coasting is performed. The fuel consumption of the hybrid vehicle 10 is improved compared to the fuel consumption of the hybrid vehicle 10 that is not performing the acceleration inertia traveling.

  The first control unit 101 may determine whether or not the hybrid vehicle 10 performs accelerated inertial traveling by monitoring an instruction of a user (for example, a driver or a passenger) of the hybrid vehicle 10. For example, when the user permits the acceleration inertial traveling by operating an operation button provided on the hybrid vehicle 10, the first control unit 101 determines that the hybrid vehicle 10 performs the acceleration inertial traveling. You may judge. However, the first control unit 101 may determine whether or not the hybrid vehicle 10 performs the acceleration inertial traveling using another method.

  As a result of the determination in step S101, when it is determined that the hybrid vehicle 10 does not perform acceleration inertial traveling (step S101: No), the first control unit 101 ends the operation illustrated in FIG. In this case, the first control unit 101 may perform the operation of step S101 in FIG. 2 again after a certain time.

  On the other hand, as a result of the determination in step S101, when it is determined that the hybrid vehicle 10 performs the acceleration inertial traveling (step S101: Yes), the first control unit 101 determines the hybrid vehicle 10 requested by the user. It is determined whether the power (hereinafter referred to as “user required power”) is substantially constant (step S102). This is because, as described above, the acceleration inertia traveling is a traveling in which the hybrid vehicle 10 alternately repeats acceleration traveling and inertia traveling so that the vehicle speed is within a predetermined speed range. Therefore, if the user-requested power is not constant, the vehicle speed is likely to fluctuate (that is, the vehicle speed is less likely to fall within a predetermined speed range), so that it is difficult for the hybrid vehicle 10 to perform acceleration inertial traveling. .

  The first control unit 101 may determine whether or not the user request power is substantially constant based on the operation amount of the accelerator pedal by the user. For example, when the operation amount of the accelerator pedal by the user is substantially constant, the first control unit 101 may determine that the user requested power is substantially constant. Alternatively, the first control unit 101 is based on whether or not auto-cruise control for automatically driving the hybrid vehicle 10 at a desired cruising speed is performed in addition to or instead of based on the operation amount of the accelerator pedal. Thus, it may be determined whether or not the user request power is substantially constant. For example, when the auto cruise control is being performed, the first control unit 101 may determine that the user request power is substantially constant. However, the first control unit 101 may determine whether or not the user request power is substantially constant using other methods.

  As a result of the determination in step S102, when it is determined that the user requested power is not constant (step S102: No), the first control unit 101 ends the operation shown in FIG. In this case, the first control unit 101 may perform the operation of step S101 in FIG. 2 again after a certain time.

  On the other hand, when it is determined that the user required power is constant as a result of the determination in step S102 (step S102: Yes), the first control unit 101 controls the hybrid vehicle 10 to perform the acceleration inertial traveling. (Step S103).

  Here, the acceleration coasting will be described with reference to FIG. FIG. 3 shows the user requested power, the vehicle speed, the engine output, the motor output that is the output of the motor generator MG2, the MG1 power generation amount that is the power generation amount of the motor generator MG1, 5 is a timing chart showing MG2 power generation amount that is the power generation amount (that is, regeneration amount) of MG2 and the SOC of battery 500.

  As shown in FIG. 3, when the user required power is substantially constant, the hybrid vehicle 10 performs accelerated inertial running. That is, the hybrid vehicle 10 alternately repeats acceleration traveling and inertial traveling so that the vehicle speed is within a predetermined speed range.

  Specifically, the first control unit 101 controls the engine ENG (further, the motor generators MG1 and MG2) so that the state of the engine ENG is in an operating state during the acceleration period in which the hybrid vehicle 10 performs acceleration traveling. To control. As a result, during the acceleration period, the engine ENG outputs a desired engine output. In addition, the first control unit 101 controls the motor generator MG2 to drive using the electric power stored in the battery 500 during the acceleration period. As a result, during the acceleration period, motor generator MG2 outputs a desired motor output.

  However, the first control unit 101 may control the motor generator MG2 so that it is not driven using the electric power stored in the battery 500 during the acceleration period. That is, the first control unit 101 may control the motor generator MG2 so as to idle without using the electric power stored in the battery 500 during the acceleration period. As a result, the motor output during the acceleration period may be zero.

  A part of the engine output and the motor output serve as power for the hybrid vehicle 10 to power (typically accelerate). As a result, the vehicle speed gradually increases during the acceleration period. On the other hand, the other part of the engine output is power for causing motor generator MG1 to function as a generator. In this case, motor generator MG1 converts another part of the engine output into electric power under the control of third control unit 103 that operates in cooperation with first control unit 101 as necessary. As a result, during the acceleration period, the MG1 power generation amount becomes a value larger than zero. The electric power generated by motor generator MG1 is stored in battery 500. Therefore, the SOC (State of Charge) of the battery 500 gradually increases during the acceleration period.

  On the other hand, the first control unit 101 turns the engine ENG (and the motor generators MG1 and MG2) so that the state of the engine ENG is inactive during the inertia period in which the hybrid vehicle 10 performs inertia travel. Control. As a result, the engine output during the inertia period is zero. In addition, during the inertia period, the first control unit 101 controls the motor generator MG2 so as to idle without using the electric power stored in the battery 500. As a result, the motor output during the inertia period becomes zero. For this reason, the vehicle speed gradually decreases during the inertia period.

  During the inertia period, both motor generators MG1 and MG2 do not function as a generator except for the case where the operation described in detail later (specifically, the operation in step S107 in FIG. 2) is performed. On the other hand, even during the inertia period, the electric power stored in battery 500 is consumed to drive the auxiliary equipment included in hybrid vehicle 10. Accordingly, the SOC of the battery 500 gradually decreases during the inertia period.

  The hybrid vehicle 10 alternately repeats the acceleration traveling and the inertia traveling described above so that the vehicle speed is within a predetermined speed range under the control of the first control unit 101. As a result, as shown in FIG. 3, the hybrid vehicle 10 travels so that the vehicle speed is within a predetermined speed range.

  By the way, in the example shown in FIG. 3, the input amount of power to the battery 500 during the acceleration period (that is, the amount of charge and the increase in SOC) and the output amount of power from the battery 500 during the inertial traveling period ( That is, the discharge amount and the SOC reduction amount) are balanced. Therefore, in the example shown in FIG. 3, the SOC does not gradually decrease while the hybrid vehicle 10 performs the acceleration inertial running. In other words, while the hybrid vehicle 10 is accelerating coasting, the SOC is approximately within a constant SOC range. In other words, the average value of SOC (typically, the average value per unit time) is substantially constant while the hybrid vehicle 10 is performing acceleration inertial traveling.

  On the other hand, depending on the traveling state of the hybrid vehicle 10, the increase amount of SOC during the acceleration period may be smaller than the decrease amount of SOC during the inertial traveling period. For example, when the MG1 power generation amount during the acceleration period is relatively small or when the power consumption of the auxiliary machine is relatively large, the increase amount of the SOC during the acceleration period is the decrease amount of the SOC during the inertial running period. Is relatively likely to be smaller. In this case, the SOC gradually decreases while the hybrid vehicle 10 is performing the acceleration inertial running. In other words, the average value of the SOC gradually decreases while the hybrid vehicle 10 performs the acceleration inertial running. For this reason, while the hybrid vehicle 10 is performing the acceleration inertial traveling, the SOC deviates from a substantially constant SOC range. As a result, the SOC may be excessively decreased (that is, excessively reduced). An excessive decrease in the SOC while the hybrid vehicle 10 is performing acceleration inertia traveling may cause a deterioration in fuel consumption of the hybrid vehicle 10. Therefore, in terms of suppressing deterioration of fuel consumption while the hybrid vehicle 10 is performing acceleration inertia traveling, an excessive decrease in SOC is suppressed when the hybrid vehicle 10 is performing acceleration inertia traveling. It is preferable.

  Therefore, in the present embodiment, the second control unit 102 controls the hybrid vehicle 10 during the inertia period as necessary to suppress an excessive decrease in the SOC while the hybrid vehicle 10 is performing the acceleration inertia traveling. Motor generator MG2 is controlled to generate electric power using kinetic energy (that is, to regenerate). Hereinafter, the operation for controlling motor generator MG2 to regenerate during the inertia period will be further described.

  In FIG. 2 again, while the hybrid vehicle 10 is performing the acceleration inertial traveling, the first control unit 101 determines whether or not the SOC of the battery 500 satisfies a predetermined decrease condition (step S104).

  Here, in the present embodiment, the predetermined decrease condition is a condition that “the amount of decrease in SOC per unit time is equal to or greater than the first threshold value”. In particular, the predetermined decrease condition is preferably a condition that “the amount of decrease in SOC per unit time required for performing acceleration travel and inertial travel at least once is equal to or greater than a first threshold value”. In other words, the predetermined reduction condition is that “the amount of decrease in the SOC at the time when the inertial traveling following the acceleration traveling based on the SOC at the time of starting certain acceleration traveling is over the first threshold value”. The conditions are preferable. When the SOC satisfies such a predetermined decrease condition, there is a higher possibility that the SOC will decrease excessively than when the SOC does not satisfy the predetermined decrease condition.

  However, as the predetermined reduction condition, it is possible to suitably identify whether or not there is a relatively high possibility of causing an excessive decrease in the SOC or whether or not there is a relatively high possibility that the SOC is excessively decreased. Any condition may be used. For example, the predetermined decrease condition may be a condition that the increase amount of the SOC during the acceleration period is smaller than the decrease amount of the SOC during the inertia running period. For example, the predetermined decrease condition is a condition that the SOC (typically, the average value of the SOC) decreases while the time necessary to perform acceleration travel and inertial travel at least once each time elapses. Also good. For example, the predetermined decrease condition may be a condition that the ratio of the SOC decrease amount during the inertia period to the SOC increase amount during the acceleration period is equal to or greater than a predetermined ratio greater than one. For example, the predetermined decrease condition may be a condition that the SOC is excessively decreased (for example, the SOC is equal to or less than the second threshold).

  As a result of the determination in step S104, when it is determined that the SOC of the battery 500 does not satisfy the predetermined decrease condition (step S104: No), there is little or no excessive decrease in the SOC. Therefore, the second control unit 102 does not have to control the motor generator MG2 to regenerate during the inertia period. That is, the third control unit 103 controls the motor generator MG1 to generate power using a part of the engine output during the acceleration period (step S109).

  On the other hand, as a result of the determination in step S104, when it is determined that the SOC of the battery 500 satisfies the predetermined decrease condition (step S104: Yes), there is a relative possibility that an excessive decrease in the SOC will occur. high. For this reason, it is preferable that the excessive fall of SOC is suppressed.

  By the way, as described above, the suppression of the excessive decrease in the SOC is realized by the regeneration of the motor generator MG2 during the inertia period. However, regeneration of motor generator MG2 during the inertia period leads to shortening of the inertia period. The shortening of the inertia period may diminish or negate the effect of improving the fuel consumption caused by the acceleration inertia running. Therefore, in order to maximize the fuel efficiency improvement effect resulting from the acceleration inertia running, it may be preferable to avoid the regeneration of the motor generator MG2 during the inertia period as much as possible.

  On the other hand, suppression of excessive decrease in SOC can also be realized by increasing (increasing) MG1 power generation during the acceleration period. The “increase in MG1 power generation amount during the acceleration period” referred to here means that the MG1 power generation amount during the acceleration period when the control for suppressing the excessive decrease in SOC is performed, the excessive decrease in SOC is suppressed. This means that the MG1 power generation amount during the acceleration period when the control is not performed is made larger (that is, increased). Therefore, in the present embodiment, the first control unit 101 first determines whether or not an excessive decrease in SOC can be suppressed by increasing the MG1 power generation amount during the acceleration period. Specifically, the first control unit 101 determines whether it is possible to increase the MG1 power generation amount during the acceleration period (step S105). At this time, the first control unit 101 generates the MG1 power generation amount during the acceleration period to such an extent that the SOC does not satisfy the predetermined decrease condition (typically, the SOC falls within a certain SOC range or gradually increases). It is determined whether it is possible to increase (step S105).

  For example, the MG1 power generation amount is determined according to the operating point (MG1 operating point) of motor generator MG1. The MG1 operating point is specified by the rotation speed of motor generator MG1 (MG1 rotation speed) and the torque applied to the rotation shaft of motor generator MG1 (MG1 torque). The MG1 rotation speed and the MG1 torque are determined mainly according to the operating point (ENG operating point) of the engine ENG. Therefore, the first control unit 101 may determine whether or not the MG1 operating point can be changed so that the MG1 power generation amount during the acceleration period is increased by changing the ENG operating point. When it is determined that it is possible to change the MG1 operation point so that the MG1 power generation amount during the acceleration period can be increased by changing the ENG operation point, the first control unit 101 performs the first control unit 101 during the acceleration period. It may be determined that the MG1 power generation amount can be increased.

  Typically, the increase in MG1 power generation is often realized by an increase in engine output. Here, “increase in engine output” refers to engine output (particularly engine output during the acceleration period) when control for suppressing excessive decrease in SOC is performed, and excessive decrease in SOC is suppressed. This means that the engine output (in particular, the engine output during the acceleration period) when the control is not performed is made larger (that is, increased). Therefore, the first control unit 101 may determine whether or not the engine output can be increased so that the MG1 power generation amount during the acceleration period increases. If the engine output can be increased so that the MG1 power generation amount during the acceleration period increases, the first control unit 101 determines that the MG1 power generation amount can be increased during the acceleration period. May be.

  As a result of the determination in step S105, when it is determined that the MG1 power generation amount can be increased during the acceleration period (step S105: Yes), the first control unit 101 further increases the MG1 power generation amount after the increase. Is over an upper limit (so-called Win limit value) of the amount of power that can be input to the battery 500 (step S106). That is, the first control unit 101 determines whether or not the MG1 power generation amount increased to such an extent that the SOC does not satisfy the predetermined decrease condition exceeds the Win limit value (step S106).

  As a result of the determination in step S106, when it is determined that the increased MG1 power generation amount does not exceed the Win limit value (that is, does not exceed the Win limit value) (step S106: No), the SOC does not satisfy the predetermined decrease condition. Even when the MG1 power generation amount is increased to a certain extent, all of the power generated by the motor generator MG1 during the acceleration period (except for the power that causes loss) can be input to the battery 500. That is, excessive reduction in the SOC is suitably suppressed using the electric power generated by motor generator MG1 during the acceleration period. Therefore, the second control unit 102 does not have to control the motor generator MG2 to regenerate during the inertia period. In this case, the third control unit 103 controls the engine ENG to increase the engine output during the acceleration period (or to change the operating point of the engine ENG) in order to increase the MG1 power generation amount (step S108). ). As a result, the MG1 power generation amount during the acceleration period increases. Furthermore, the third control unit 103 controls the motor generator MG1 to generate power using a part of the engine output (that is, the increased engine output) during the acceleration period (step S109).

  On the other hand, as a result of the determination in step S106, if it is determined that the increased MG1 power generation amount exceeds (that is, exceeds) the Win limit value (step S106: Yes), the SOC satisfies a predetermined decrease condition. When the MG1 power generation amount is increased to such an extent that it is not satisfied, a part of the electric power generated by motor generator MG1 during the acceleration period is not input to battery 500. That is, the excessive decrease in the SOC is not suitably suppressed using only the electric power generated by the motor generator MG1 during the acceleration period. Therefore, in this case, in addition to controlling the motor generator MG1 so that the third control unit 103 generates power during the acceleration period, the motor generator is configured so that the second control unit 102 regenerates during the inertia period. MG2 is controlled (step S107).

  When the motor generator MG2 is controlled to regenerate during the inertia period, the second control unit 102 makes the MG2 power generation amount during the inertia period as small as possible in order to suppress the shortening of the inertia period as much as possible. The motor generator MG2 may be controlled. For example, the third control unit 103 may increase the MG1 power generation amount to the maximum so that the increased MG1 power generation amount does not exceed the Win limit value. That is, the third control unit 103 increases the engine ENG so that the engine output during the acceleration period increases (or the operating point of the engine ENG changes) to the extent that the MG1 power generation amount during the acceleration period increases to the maximum. You may control. As a result, the MG1 power generation amount during the acceleration period increases to the maximum. Further, the second control unit 102 may control the motor generator MG2 so as to compensate the shortage of the MG1 power generation amount during the acceleration period due to the Win limit value by the MG2 power generation amount during the inertia period. That is, the second control unit 102 controls the motor generator MG2 to regenerate the electric power of the MG2 power generation amount that matches the shortage amount of the MG1 power generation amount during the acceleration period due to the Win limit value during the inertia period. Also good.

  On the other hand, as a result of the determination in step S105, when it is determined that the MG1 power generation amount cannot be increased during the acceleration period (step S105: No), the SOC of the MG1 power generation amount during the acceleration period is not enough. It is difficult to suppress excessive reduction. Therefore, in addition to controlling the motor generator MG1 so that the third control unit 103 generates power during the acceleration period, the second control unit 102 controls the motor generator MG2 so as to regenerate during the inertia period. (Step S107). However, in this case, since it is determined that the MG1 power generation amount cannot be increased during the acceleration period (typically, the engine output cannot be increased), the third control unit 103 is The engine output during the acceleration period may not be increased to the extent that the MG1 power generation amount during the acceleration period increases to the maximum.

  The second control unit 102 may control the motor generator MG2 so as to continue the regeneration during the inertia period as long as the state where the SOC is relatively lowered continues. For example, the second control unit 102 may control the motor generator MG2 so as to continue the regeneration during the inertia period until the SOC becomes the third threshold value or more. When the SOC becomes equal to or greater than the third threshold, the second control unit 102 may control the motor generator MG2 so as to stop the regeneration during the inertia period. Thereafter, when it is determined again that the SOC satisfies the predetermined reduction condition, second control unit 102 controls motor generator MG2 again so as to regenerate during the inertia period.

  Here, referring to FIG. 4 to FIG. 6, the suppression of the excessive decrease in the SOC realized by the first operation example will be further described. FIG. 4 shows the user requested power, the vehicle speed, the engine output, the motor output that is the output of the motor generator MG2, and the motor generator when the excessive decrease in the SOC is suppressed by the increase in the MG1 power generation amount according to the first operation example. 5 is a timing chart showing an MG1 power generation amount that is an MG1 power generation amount, an MG2 power generation amount that is a power generation amount (that is, a regeneration amount) of a motor generator MG2, and an SOC of a battery 500. FIG. 5 shows a motor that is a user request power, a vehicle speed, an engine output, and an output of the motor generator MG2 when excessive reduction of the SOC is suppressed by regeneration of the motor generator MG2 during the inertia period according to the first operation example. 4 is a first example of a timing chart showing an output, an MG1 power generation amount that is a power generation amount of a motor generator MG1, a MG2 power generation amount that is a power generation amount (that is, a regeneration amount) of a motor generator MG2, and an SOC of a battery 500. FIG. 6 shows a motor that is a user-requested power, a vehicle speed, an engine output, and an output of the motor generator MG2 when excessive reduction of the SOC is suppressed by regeneration of the motor generator MG2 during the inertia period according to the first operation example. 12 is a second example of a timing chart showing an output, an MG1 power generation amount that is a power generation amount of the motor generator MG1, a MG2 power generation amount that is a power generation amount (that is, a regeneration amount) of the motor generator MG2, and an SOC of the battery 500.

  As shown in FIG. 4, at time t41, it is determined that the SOC satisfies a predetermined decrease condition. That is, during the A1 period up to time t41, it is not determined that the SOC satisfies the predetermined decrease condition. Therefore, during the A1 period up to time t41, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. Thus, the motor generator MG2 is not controlled. Therefore, as shown in FIG. 4, the MG1 power generation amount during the acceleration period becomes larger than zero, while the MG2 power generation amount during the inertia period remains zero. As a result, the SOC gradually decreases.

  After it is determined that the SOC satisfies the predetermined decrease condition at time t41, it is further determined that the MG1 power generation amount can be increased and the increased MG1 power generation amount does not exceed the Win limit value. In this case, during the A2 period starting from time t41, the third control unit 103 increases the engine output during the acceleration period and controls the motor generator MG1 to generate power during the acceleration period. Therefore, due to the increase in engine output during the acceleration period, the MG1 power generation amount during the acceleration period increases. FIG. 4 shows an example in which the MG1 power generation amount during the acceleration period increases to the maximum until it reaches the Win limit value. On the other hand, the second control unit 102 does not control the motor generator MG2 to regenerate during the inertia period. For this reason, although the rate of decrease in SOC during the inertia period is almost unchanged, the rate of increase in SOC during the acceleration period is increased. As a result, the decrease in SOC is suppressed. FIG. 4 shows an example in which the increase rate of the SOC during the acceleration period and the decrease rate of the SOC during the inertia period are balanced by an increase in the MG1 power generation amount.

  On the other hand, it is assumed that the power consumption of the auxiliary machine increases at time t42. As a result, during the A3 period starting from time t42, as compared with the A2 period, the increase rate of the SOC during the acceleration period is reduced and the decrease rate of the SOC during the inertia period is increased. As a result, the SOC gradually decreases.

  Thereafter, as shown in FIG. 5 showing a first example of a timing chart following the timing chart of FIG. 4, it is assumed that at time t51, the SOC is determined to satisfy a predetermined decrease condition. On the other hand, at the time t51, the MG1 power generation amount already matches the Win limit value. For this reason, if the MG1 power generation amount increases to such an extent that the SOC does not satisfy the predetermined decrease condition, the increased MG1 power generation amount exceeds the Win limit value. Therefore, during the A4 period starting from time t51, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, and the second control unit 102 regenerates during the inertia period. The generator MG2 is controlled. Therefore, in addition to the MG1 power generation amount during the acceleration period being greater than zero, the MG2 power generation amount during the inertia period is also greater than zero. For this reason, the rate of decrease in SOC during the inertia period decreases or the SOC increases during the inertia period. As a result, the SOC gradually increases.

  As shown in FIG. 5, when motor generator MG2 regenerates during the inertia period, the inertia period is shortened compared to the case where motor generator MG2 does not regenerate during the inertia period.

  Thereafter, at time t52, it is determined that the SOC becomes equal to or higher than the third threshold value indicated by the alternate long and short dash line. As a result, at time t52, the second control unit 102 controls the motor generator MG2 to stop regeneration during the inertia period. Therefore, during the A5 period starting from time t52, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. Motor generator MG2 is not controlled. Further, at the time t52, the third control unit 103 may decrease (that is, return to the original) the engine output and the MG1 power generation amount that have been increased during the acceleration period.

  Alternatively, as shown in FIG. 6 showing a second example of the timing chart following the timing chart of FIG. 4, there is a possibility that the Win limit value becomes large in the A4 period in which the motor generator MG2 is regenerating during the inertia period. is there. For example, when the temperature of the battery 500 decreases, the Win limit value may increase. FIG. 6 shows an example in which the Win limit value is increased at time t61 before it is determined that the SOC is equal to or higher than the third threshold value indicated by the alternate long and short dash line. As a result, it may be newly determined that the MG1 power generation amount during the acceleration period can be increased within a range not exceeding the Win limit value. When it is newly determined that the MG1 power generation amount can be increased within the range not exceeding the Win limit value, the third control unit 103 further increases the engine output during the acceleration period to thereby increase the engine output during the acceleration period. The MG1 power generation amount can be further increased. Accordingly, the rate of increase of SOC during the acceleration period is further increased. As a result, the decrease in SOC is suppressed. Furthermore, when the decrease in the SOC is suppressed due to the further increase in the MG1 power generation amount, the second control unit 102 controls the motor generator MG2 so as to stop the regeneration during the inertia period. Therefore, during the A6 period starting from time t61, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. Motor generator MG2 is not controlled.

  After that, at time t62, it is determined that the SOC becomes equal to or higher than the third threshold value indicated by the alternate long and short dash line. In this case, during the A7 period starting from time t62, the third control unit 103 may decrease the engine output and the MG1 power generation amount that were increased during the acceleration period (that is, may return to the original state). .

  As described above, the hybrid vehicle 10 according to the present embodiment performs the first operation example, so that only the acceleration period is controlled under the control of the ECU 100 (particularly, the first control unit 101 to the third control unit 103). The battery 500 can be charged even during the inertia period. As a result, the decrease in the SOC of the battery 500 while the hybrid vehicle 10 repeats acceleration traveling and inertial traveling alternately is preferably suppressed (in other words, prevented). Therefore, excessive reduction of SOC is also suitably suppressed. As a result, the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease in the SOC is suitably suppressed.

  For example, since the excessive decrease in the SOC is suppressed, the hybrid vehicle 10 rarely or not finishes the acceleration inertia traveling in a state where the SOC is excessively decreased. That is, when the hybrid vehicle 10 finishes the acceleration inertial running, the SOC has a relatively large value. Therefore, hybrid vehicle 10 can travel using the motor output of motor generator MG2 after setting the state of engine ENG to the non-operating state after ending the inertial inertial traveling. That is, the hybrid vehicle 10 can perform so-called EV (Electric Vehicle) travel. Therefore, deterioration of fuel consumption due to the inability to perform EV traveling is suitably suppressed.

  Alternatively, for example, since the excessive decrease in the SOC is suppressed, the hybrid vehicle 10 hardly ends the acceleration inertia traveling in a state where the SOC is excessively decreased. That is, when the hybrid vehicle 10 finishes the acceleration inertial running, the SOC has a relatively large value. For this reason, the hybrid vehicle 10 does not have to set the state of the engine ENG to the operating state only for the purpose of increasing the SOC after completing the acceleration inertial running. Therefore, the deterioration of the fuel consumption due to setting the state of engine ENG to the operating state for the purpose of increasing the SOC is suitably suppressed.

  Alternatively, for example, the hybrid vehicle 10 switches the state of the engine ENG from the non-operating state to the operating state by cranking the engine ENG using the motor generator MG1 in order to perform acceleration traveling following inertial traveling. On the other hand, when the SOC is excessively reduced, it may be difficult to crank the internal combustion engine using the motor generator MG1. However, as described above, since excessive reduction of the SOC is suppressed, it is hardly or not difficult to crank the engine ENG using the motor generator MG1. As a result, the hybrid vehicle 10 can continuously perform accelerated inertial running. In other words, the hybrid vehicle 10 can continue the acceleration inertia traveling for a relatively long period. Therefore, the deterioration of the fuel consumption due to the difficulty in continuing the acceleration inertia running is suitably suppressed.

  In addition, the hybrid vehicle 10 performs regeneration by the motor generator MG2 during the inertia period under the control of the second control unit 102. The SOC satisfies a predetermined decrease condition (for example, a decrease in SOC that may cause deterioration in fuel consumption). Select if the phenomenon occurs). That is, the hybrid vehicle 10 may not perform regeneration by the motor generator MG2 during the inertia period when the SOC does not satisfy the predetermined decrease condition. Therefore, the hybrid vehicle 10 can avoid the regeneration of the motor generator MG2 during the inertia period as much as possible. As a result, while the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease in the SOC is suitably suppressed, excessive shortening of the inertia period that can be caused by regeneration by the motor generator MG2 during the inertia period is suppressed.

  In addition, the hybrid vehicle 10 selectively performs regeneration by the motor generator MG2 during the inertia period when the MG1 power generation amount cannot be increased during the acceleration period under the control of the second control unit 102. That is, the hybrid vehicle 10 may not perform regeneration by the motor generator MG2 during the inertia period when the MG1 power generation amount can be increased during the acceleration period. Therefore, the hybrid vehicle 10 can avoid the regeneration of the motor generator MG2 during the inertia period as much as possible. As a result, while the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease in the SOC is suitably suppressed, excessive shortening of the inertia period that can be caused by regeneration by the motor generator MG2 during the inertia period is suppressed.

  In addition, the hybrid vehicle 10 is selected under the control of the second control unit 102 when the motor generator MG2 regenerates during the inertia period when the MG1 power generation amount exceeds the Win limit value when the MG1 power generation amount is increased. Do it. That is, even if the MG1 power generation amount is increased, the hybrid vehicle 10 does not have to perform regeneration by the motor generator MG2 during the inertia period if the MG1 power generation amount does not exceed the Win limit value. Therefore, the hybrid vehicle 10 can avoid the regeneration of the motor generator MG2 during the inertia period as much as possible. As a result, while the deterioration of the fuel consumption of hybrid vehicle 10 due to the excessive decrease in SOC is suitably suppressed, excessive shortening of the inertia period that can be caused by regeneration by motor generator MG2 during the inertia period is suppressed.

(2-2) Second Operation Example Next, a second operation example of the hybrid vehicle 10 (particularly, a second operation example of the hybrid vehicle 10 that performs accelerated inertia traveling) will be described with reference to FIG. FIG. 7 is a flowchart showing a flow of a second operation example of the hybrid vehicle 10 (particularly, a second operation example of the hybrid vehicle 10 that performs accelerated inertia traveling). In the following, the same operations as those in the first operation example are denoted by the same step numbers, and detailed description thereof is omitted.

  As shown in FIG. 7, in the second operation example, when it is determined that the MG1 power generation amount can be increased during the acceleration period (step S105: Yes), is the power train efficiency deteriorated by a predetermined amount or more? If it is determined that it is possible to increase the MG1 power generation amount during the acceleration period (step S105: Yes), the increased MG1 power generation amount is the Win limit value. (Step S106) is different from the first operation example. Other operations in the second operation example may be the same as other operations in the first operation example.

  Specifically, in the second operation example, when it is determined as a result of the determination in step S105 that the MG1 power generation amount can be increased during the acceleration period (step S105: Yes), the first control If the unit 101 further increases the engine output so as to increase the MG1 power generation amount during the acceleration period, does the powertrain efficiency of the hybrid vehicle 10 worse than the fourth threshold value compared to before increasing the engine output? It is determined whether or not (step S206). The “powertrain efficiency” here refers to the operation efficiency of the entire transmission system (transmission system) that transmits the power of the engine ENG and the motor generators MG1 and MG2 to the wheels 12.

  As a result of the determination in step S206, when it is determined that the powertrain efficiency does not deteriorate by the fourth threshold or more (step S206: No), the increased MG1 power generation amount does not exceed the Win limit value in the first operation example. The same operation as that in the case where it is determined as is performed. Specifically, the second control unit 102 does not have to control the motor generator MG2 to regenerate during the inertia period. In this case, the third control unit 103 controls the engine ENG so as to increase the engine output during the acceleration period (or the operating point of the engine ENG changes) (step S108). As a result, the MG1 power generation amount during the acceleration period increases. Furthermore, the third control unit 103 controls the motor generator MG1 to generate power using a part of the engine output (that is, the increased engine output) during the acceleration period (step S109).

  On the other hand, as a result of the determination in step S206, when it is determined that the powertrain efficiency is deteriorated by the fourth threshold or more (step S206: Yes), the increased MG1 power generation amount exceeds the Win limit value in the first operation example. The same operation as when it is determined that the Specifically, in addition to controlling the motor generator MG1 so that the third control unit 103 generates power during the acceleration period, the second control unit 102 causes the motor generator MG2 to regenerate during the inertia period. Control (step S107).

  Here, suppression of an excessive decrease in the SOC realized by the second operation example will be described with reference to FIGS. 8 to 10. FIG. 8 shows the user requested power, the vehicle speed, the engine output, the motor output that is the output of the motor generator MG2, and the motor generator when the excessive decrease in the SOC is suppressed by the increase in the MG1 power generation amount according to the second operation example. 5 is a timing chart showing an MG1 power generation amount that is an MG1 power generation amount, an MG2 power generation amount that is a power generation amount (that is, a regeneration amount) of a motor generator MG2, and an SOC of a battery 500. FIG. 9 shows the user requested power, the vehicle speed, the engine output, the power train efficiency, the motor generator MG2 when the excessive decrease in the SOC is suppressed by the regeneration of the motor generator MG2 during the inertia period according to the second operation example. In the first example of the timing chart showing the motor output that is output, the MG1 power generation amount that is the power generation amount of the motor generator MG1, the MG2 power generation amount that is the power generation amount (that is, the regeneration amount) of the motor generator MG2, and the SOC of the battery 500. is there. FIG. 10 shows a motor that is a user request power, a vehicle speed, an engine output, and an output of the motor generator MG2 when an excessive decrease in the SOC is suppressed by regeneration of the motor generator MG2 during the inertia period according to the second operation example. 12 is a second example of a timing chart showing an output, an MG1 power generation amount that is a power generation amount of the motor generator MG1, a MG2 power generation amount that is a power generation amount (that is, a regeneration amount) of the motor generator MG2, and an SOC of the battery 500.

  As shown in FIG. 8, at time t81, it is determined that the SOC satisfies a predetermined decrease condition. That is, it is not determined that the SOC satisfies the predetermined decrease condition during the B1 period up to time t81. Therefore, during the period up to time t81, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. The motor generator MG2 is not controlled. Therefore, the MG1 power generation amount during the acceleration period becomes larger than zero, while the MG2 power generation amount during the inertia period remains zero. As a result, the SOC gradually decreases.

  After determining that the SOC satisfies the predetermined decrease condition at time t81, it is further determined that the MG1 power generation amount can be increased and that the powertrain efficiency does not deteriorate beyond the fourth threshold. In this case, during the period B2 starting from time t81, the third control unit 103 increases the engine output during the acceleration period and controls the motor generator MG1 to generate power during the acceleration period. Therefore, due to the increase in engine output during the acceleration period, the MG1 power generation amount during the acceleration period increases. FIG. 8 shows an example in which the MG1 power generation amount during the acceleration period increases to the maximum until it reaches the Win limit value. On the other hand, the second control unit 102 does not control the motor generator MG2 to regenerate during the inertia period. For this reason, although the rate of decrease in SOC during the inertia period is almost unchanged, the rate of increase in SOC during the acceleration period is increased. As a result, the decrease in SOC is suppressed. FIG. 8 shows an example in which the increase rate of the SOC during the acceleration period and the decrease rate of the SOC during the inertia period are balanced by the increase in the MG1 power generation amount.

  On the other hand, it is assumed that the power consumption of the auxiliary machine increases at time t82. As a result, during the B3 period starting from time t82, the SOC increase rate during the acceleration period is reduced and the SOC decrease rate during the inertia period is increased compared to the B2 period. As a result, the SOC gradually decreases.

  Thereafter, as shown in FIG. 9 showing a first example of a timing chart following the timing chart of FIG. 8, it is assumed that at time t91, the SOC is determined to satisfy a predetermined decrease condition. Here, when the engine output is further increased in order to further increase the MG1 power generation amount at time t91, compared to the powertrain efficiency at the time before time t81 when the engine output is increased, from time t91. Assume that at a later time, it is determined that the powertrain efficiency deteriorates by the fourth threshold or more. In FIG. 9, the increased engine output and the deteriorated powertrain efficiency are indicated by thick dotted lines. Accordingly, during the B4 period starting from time t91, the third control unit 103 generates the motor during the acceleration period without further increasing the engine output during the acceleration period as shown by a thick solid line in FIG. While controlling the generator MG1, the second control unit 102 controls the motor generator MG2 to regenerate during the inertia period. Therefore, in addition to the MG1 power generation amount during the acceleration period being greater than zero, the MG2 power generation amount during the inertia period is also greater than zero. For this reason, the rate of decrease in SOC during the inertia period decreases or the SOC increases during the inertia period. As a result, the SOC gradually increases. Furthermore, since the engine output does not further increase during the acceleration period, the powertrain efficiency does not deteriorate during the acceleration period (particularly, it does not deteriorate more than the fourth threshold) as shown by the thick solid line in FIG.

  Thereafter, at time t92, it is determined that the SOC becomes equal to or higher than the third threshold value indicated by the alternate long and short dash line. As a result, at time t92, the second control unit 102 controls the motor generator MG2 so as to stop the regeneration during the inertia period. Therefore, during the B5 period starting from time t92, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. Motor generator MG2 is not controlled. Further, at the time t92, the third control unit 103 may decrease (that is, return to the original) the engine output and the MG1 power generation amount that have been increased during the acceleration period.

  Alternatively, as shown in FIG. 10 showing a second example of the timing chart following the timing chart of FIG. 8, in order to further increase the MG1 power generation amount in the B4 period in which the motor generator MG2 is regenerating during the inertia period. Even if the engine output is further increased, it may be newly determined that the powertrain efficiency does not deteriorate beyond the fourth threshold value due to some factor. FIG. 10 shows that even when the engine output is further increased to further increase the MG1 power generation amount at time t101 before it is determined that the SOC becomes equal to or higher than the third threshold value indicated by the one-dot chain line, An example in which it is newly determined that the value does not deteriorate beyond the threshold value is shown. When it is newly determined that the powertrain efficiency does not deteriorate beyond the fourth threshold, the third control unit 103 further increases the engine output during the acceleration period, thereby further increasing the MG1 power generation amount during the acceleration period. Can be made. Accordingly, the rate of increase of SOC during the acceleration period is further increased. As a result, the decrease in SOC is suppressed. Furthermore, when the decrease in the SOC is suppressed due to the further increase in the MG1 power generation amount, the second control unit 102 controls the motor generator MG2 so as to stop the regeneration during the inertia period. Therefore, during the B6 period starting from time t101, the third control unit 103 controls the motor generator MG1 to generate power during the acceleration period, while the second control unit 102 regenerates during the inertia period. Motor generator MG2 is not controlled.

  After that, at time t102, it is determined that the SOC becomes equal to or higher than the third threshold value indicated by the one-dot chain line. In this case, during the B7 period starting from time t102, the third control unit 103 may decrease the engine output and the MG1 power generation amount that were increased during the acceleration period (that is, may return to the original values). .

  As described above, the hybrid vehicle 10 of the present embodiment can suitably enjoy various effects that can be enjoyed when the first operation example is performed by performing the second operation example. In addition, in the second operation example, the deterioration (particularly excessive deterioration) of the powertrain efficiency is preferably suppressed. Therefore, while the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease in the SOC is suitably suppressed, the deterioration of the fuel consumption of the hybrid vehicle 10 due to the deterioration of the powertrain efficiency is also preferably suppressed.

  The first control unit 101 increases the engine output so as to increase the MG1 power generation amount during the acceleration period in addition to or instead of determining whether or not the powertrain efficiency deteriorates by the fourth threshold value or more. Then, it may be determined whether or not the operating efficiency of the engine ENG deteriorates by a fifth threshold value or more compared to before increasing the engine output. When it is determined that the efficiency of the engine ENG does not deteriorate by the fifth threshold value or more, the same operation as that performed when it is determined in the first operation example that the increased MG1 power generation amount does not exceed the Win limit value is performed. May be. When it is determined that the efficiency of the engine ENG deteriorates by the fifth threshold value or more, the same operation as that performed when it is determined in the first operation example that the increased MG1 power generation amount exceeds the Win limit value is performed. Also good.

  In the above description, the engine ENG is in a non-operating state during the inertia period. However, even during the inertia period, the state of the engine ENG may be in the operating state. Even in this case, as long as the hybrid vehicle 10 travels inertially without using the engine output of the engine ENG, the hybrid vehicle 10 travels inertially.

  Here, with reference to FIG. 11, suppression of an excessive decrease in the SOC that is realized when the state of the engine ENG becomes an operating state during the inertia period will be further described. FIG. 11 shows the user requested power and vehicle speed when the excessive decrease in the SOC is suppressed by the increase in the MG1 power generation amount according to the first operation example under the situation where the state of the engine ENG is in the operating state during the inertia period. , Engine output, motor output MG2 output, motor generator MG1 power generation MG1 power generation amount, motor generator MG2 power generation amount (that is, regeneration amount) MG2 power generation amount and battery 500 SOC It is a timing chart.

  The timing chart shown in FIG. 11 differs from the timing chart shown in FIG. 4 in that the engine output does not become completely zero even during the inertia period. FIG. 11 shows an example in which the engine output during the inertia period corresponds to the engine output when the engine ENG is performing a so-called idling operation. Other features in the timing chart shown in FIG. 11 may be the same as the other features in the timing chart shown in FIG. The same applies to the drawings shown in FIGS. 5 to 6 and FIGS. 8 to 10. Therefore, even when the state of the engine ENG is in the operating state during the inertia period, the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease in the SOC remains unchanged.

  In the above description, the second control unit 102 controls the motor generator MG2 to regenerate during the inertia period (see step S107 in FIG. 2). However, when the state of the engine ENG becomes an operating state during the inertia period, the second control unit 102 performs the inertia period in addition to or instead of controlling the motor generator MG2 to regenerate during the inertia period. The motor generator MG1 may be controlled to generate power using at least a part of the engine output.

  In the above description, the second control unit 102 controls the motor generator MG2 to regenerate over the entire inertia period. However, the second control unit 102 may control the motor generator MG2 so as to regenerate during a part of the inertia period while not regenerating during the other part of the inertia period.

  In the above description, the second control unit 102 controls the motor generator MG2 to regenerate during the inertia period when the SOC satisfies a predetermined decrease condition. However, the second control unit 102 may control the motor generator MG2 to regenerate during the inertia period when an arbitrary parameter different from the SOC satisfies a predetermined condition. For example, the second control unit 102 may control the motor generator MG2 to regenerate during the inertia period when the vehicle speed during the inertia period changes in a predetermined change mode. Specifically, for example, when the vehicle speed gradually increases during the inertia period, the second control unit 102 may control the motor generator MG2 to regenerate during the inertia period. When the vehicle speed gradually increases during the inertia period, it is considered that the kinetic energy of the hybrid vehicle 10 is surplus. Therefore, when regeneration is performed during the inertia period in which the vehicle speed gradually increases, motor generator MG2 regenerates using surplus kinetic energy. Therefore, the deterioration of the fuel consumption due to the shortening of the inertia period due to regeneration during the inertia period is further suitably suppressed.

  Such an increase in the vehicle speed during the inertia period may occur when the hybrid vehicle 1 is traveling on a downhill road (that is, downhill). However, while the hybrid vehicle 1 is traveling on a downhill road, the first control unit 101 may not control the hybrid vehicle 10 so as to perform acceleration inertial traveling. For example, the first control unit 101 may control the hybrid vehicle 10 so as to continue inertial running. Furthermore, the second control unit 102 may control the motor generator MG2 so as to regenerate at least part of the inertia period. In this case, the engine ENG may be in a non-operating state.

  In the above description, an example has been described in which the hybrid vehicle 10 employs a so-called split (power split) type hybrid system (for example, THS: Toyota Hybrid System). However, even if the hybrid vehicle 10 employs a parallel or series hybrid system, the ECU 100 may control the hybrid vehicle 10 in the above-described manner.

  In the above description, hybrid vehicle 10 includes a plurality of motor generators MG1 and MG2. However, the hybrid vehicle 10 may include a single motor generator. Alternatively, the hybrid vehicle 10 may be any generator that can generate power using at least one of the engine output of the engine ENG and the kinetic energy of the hybrid vehicle 10 in addition to or instead of one or more motor generators. (For example, an alternator or a generator) may be provided. Even in these cases, the ECU 100 may control the hybrid vehicle 10 in the above-described manner.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle control device that includes such a change is also included in the technical concept of the present invention. included.

10 Hybrid vehicle 100 ECU
101 First control unit 102 Second control unit 103 Third control unit 500 Battery ENG Engine MG1, MG2 Motor generator

Claims (3)

A vehicle for controlling a vehicle, comprising: an internal combustion engine; power generation means for converting at least one of engine output of the internal combustion engine and kinetic energy of the vehicle into electric power; and power storage means for storing the electric power converted by the power generation means. A control device,
The vehicle speed of the vehicle falls within a predetermined speed range by alternately repeating acceleration running in which the vehicle accelerates using the engine output and inertia running in which the vehicle runs without inertia using the engine output. First control means for controlling the vehicle,
(I) The amount of power stored in the power storage means decreases while the vehicle alternately repeats the acceleration travel and the inertia travel, and (ii) the power generation means during the acceleration period in which the vehicle performs the acceleration travel. In a situation where the engine output is converted into the electric power, the amount of electric power obtained by the power generation means converting the engine output into the electric power during the acceleration period is such that the amount of stored electricity does not decrease. The power generation means is controlled so as to convert at least one of the engine output and the kinetic energy into the electric power during the inertia period in which the vehicle performs the inertia traveling. A vehicle control device comprising: a second control means. The second control means is obtained by (i) reducing the amount of stored electricity, and (ii) converting the engine output into the electric power by the power generation means during an acceleration period in which the vehicle performs the acceleration travel. When the powertrain efficiency of the vehicle including the internal combustion engine deteriorates by a predetermined amount or more due to the increase in the amount of electric power generated to the extent that the stored amount of electricity does not decrease, the inertial period during the inertia period at least one of the engine output and the kinetic energy to convert into the power, the vehicle control apparatus according to claim 1, wherein the controller controls the power generating means. The accelerated traveling is accelerated traveling in which the vehicle accelerates by setting the state of the internal combustion engine to an operating state,
The inertial traveling is inertial traveling in which the vehicle travels inertially by setting the state of the internal combustion engine to a non-operating state,
It said second control means is at least in part to convert the kinetic energy to the power, the vehicle control apparatus according to claim 1 or 2, wherein the controller controls the power generating means of the inertia period.

Images