KR101757987B1 - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

The vehicle control apparatus 100 includes an internal combustion engine ENG, power generation means MG1 and MG2 for converting at least one of the engine output of the internal combustion engine and the kinetic energy of the vehicle 10 into electric power, (500) for accumulating the electric power of the vehicle. The vehicle control device according to any one of claims 1 to 3, wherein the vehicle is shifted by an engine output (101) for controlling the vehicle so that the vehicle speed is accommodated within a predetermined speed range by repeating the control of the power generation means to control the power generation means so as to convert the engine output and the kinetic energy into electric power during the inertia period And a second control means (102).

Description

[0001] VEHICLE CONTROL APPARATUS AND VEHICLE CONTROL METHOD [0002]

The present invention relates to a vehicle control apparatus and a vehicle control method for controlling a vehicle.

Japanese Patent Application Laid-Open No. 2010-280363 discloses a vehicle control device that causes the vehicle capable of switching between the operating state and the non-operating state of the internal combustion engine to travel during acceleration. The acceleration-accelerated running described in JP-A-2010-280363 refers to an acceleration running in which the internal combustion engine is in an operating state and the vehicle is driven and accelerated by the driving power transmitted to the drive wheels during engine output, In which the vehicle is driven in an inertia state by an inertial force in an operating state, is alternately repeated in a set vehicle speed region.

Other related art documents include Japanese Patent Laid-Open Publication No. 2013-126806.

Japanese Patent Application Laid-Open No. 2010-280363 discloses a hybrid vehicle having an electric motor capable of converting an engine output of an internal combustion engine and an internal combustion engine into a charging electric power charged in a secondary battery ought.

Here, when the vehicle is running at the accelerated stall state, the electric motor converts the engine output to the charging electric power while the acceleration running is being performed. However, depending on the running state of the hybrid vehicle, there is a possibility that the amount of electric power (the amount of electric storage) stored by the secondary battery is gradually reduced simply by converting the engine output to the charging electric power while the acceleration running is being performed have. For example, while the acceleration is being performed, the amount of electric power that the secondary battery accumulates newly (the amount of charge, which is the amount of electric power that is not consumed by auxiliary devices among the electric power generated by the electric motor) (The amount of electric discharge, which is the amount of electric power consumed by auxiliary devices and the like), there is a possibility that the electric storage amount is gradually reduced. If the charge amount is continuously reduced in this way, there is a possibility that the charge amount is excessively lowered. As a result, there is a possibility that the fuel efficiency of the vehicle is relatively deteriorated due to the excessive decrease in the electric storage amount.

For example, when the vehicle ends in the state in which the electric storage amount is excessively lowered, the electric storage amount is lowered. Therefore, the hybrid vehicle uses the output of the electric motor after setting the state of the internal combustion engine to the non- I can not drive. That is, the hybrid vehicle can not perform so-called EV (Electric Vehicle) travel. Therefore, there is a possibility of leading to relative deterioration of fuel efficiency.

For example, there is a possibility that the state of the internal combustion engine needs to be set to the operating state only for the purpose of increasing the amount of electric storage when the vehicle finishes the running of acceleration in the state where the electric storage amount is excessively lowered. Therefore, there is a possibility of leading to relative deterioration of fuel efficiency.

For example, in the case where the hybrid vehicle is performing the acceleration tactical driving, the hybrid vehicle crankes the internal combustion engine using the electric motor so as to accelerate the vehicle following the tactical running, thereby changing the state of the internal combustion engine from the non- Switch to the operating state. However, there is a possibility that it becomes difficult to crank the internal combustion engine by using the electric motor in a state where the electric storage amount is excessively lowered. As a result, it becomes difficult for the hybrid vehicle to continue the running of the accelerated inertia. Therefore, there is a possibility of leading to relative deterioration of fuel efficiency.

The relative deterioration of the fuel consumption due to the excessive decrease of the electric storage amount is not limited to the hybrid vehicle having the internal combustion engine and the electric motor capable of generating electricity, but may also occur in any vehicle including the internal combustion engine and the generator. Further, the relative deterioration of the fuel consumption due to the excessive decrease of the electric storage amount is not limited to the vehicle that repeats the accelerated running and the inrush running by switching the operating state and the non-operating state of the internal combustion engine, There is a likelihood of occurrence in a vehicle in which the vehicle is repeatedly driven in an inertia state in which the vehicle does not use acceleration output and engine output in which the vehicle is accelerated using the engine output regardless of whether the operation state is switched or not.

The present invention relates to a vehicle control device and a vehicle control device capable of appropriately suppressing the deterioration of fuel consumption due to a decrease in the amount of electric storage when a vehicle speed of a vehicle is accommodated within a predetermined speed range by alternately repeating acceleration running and aggressive running ≪ / RTI >

According to a first aspect of the present invention, there is provided a vehicle control apparatus for solving the above problems, comprising: an internal combustion engine; power generation means for converting at least one of an engine output of the internal combustion engine and kinetic energy of the vehicle into electric power; And an accumulation means for accumulating the electric power, wherein the engine output is used to drive the vehicle to an accelerated travel in which the vehicle is accelerated and an inactive travel A first control means for controlling the vehicle so that the vehicle speed of the vehicle is accommodated within a predetermined speed range by alternately repeating the vehicle and the engine output during the inertia period in which the vehicle performs the inertia running; And a second control means for controlling the electric power generation means so as to convert at least one of the electric power to the electric power.

According to the first aspect, the power generation section can generate power in the stagnation period mainly under the control of the second control section. That is, the power storage unit is also charged in the period of inertia. As a result, the reduction in the amount of electricity stored in the power storage unit (that is, the amount of power stored in the power storage unit) while the vehicle repeatedly alternates between accelerating and decelerating is adequately suppressed (in other words, prevented). Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

In another aspect of the vehicle control apparatus for solving the above problems, the second control means may be configured such that, when the electric storage amount of the storage means is reduced while the vehicle repeatedly alternates between the accelerated travel and the inrush traveling, The control unit controls the power generation unit to convert at least one of the engine output and the kinetic energy into the power.

According to the above arrangement, the reduction in the storage amount of the power storage unit during the period in which the vehicle alternates between the acceleration running and the inrushing running is appropriately suppressed. Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

As another aspect of the present invention, there is provided a vehicle control apparatus for controlling power generation means for converting at least one of an engine output and a kinetic energy into electric power during an inertia period when the electric power storage amount decreases while alternately repeating accelerating and decelerating traveling as described above , The second control means sets the amount of electric power that is obtained by (i) reducing the amount of electric power and (ii) converting the engine output into the electric power by the electric power generating means during the acceleration period so that the electric storage amount is not reduced The control unit controls the power generation unit to convert at least one of the engine output and the kinetic energy into the power during the inertia period.

According to this aspect, in the case where the amount of power generation during the acceleration period can not be increased to such an extent that the reduction of the storage amount during the alternating repetition of the acceleration running and the batting running can not be suppressed, And the kinetic energy into electric power. That is, in the case where the amount of power generation during the acceleration period can be increased to such an extent that the reduction of the storage amount during the alternating repetition of the acceleration running and the batting running can be suppressed, It is not necessary to control the power generation means so as to convert at least one of the energies into electric power. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, while the excessive shortening of the inactivity period is suppressed.

As another aspect of the present invention, there is provided a vehicle control apparatus for controlling power generation means for converting at least one of an engine output and a kinetic energy into electric power during an inertia period when the electric power storage amount decreases while alternately repeating accelerating and decelerating traveling as described above , The second control means sets the amount of electric power that is obtained by (i) reducing the amount of electric power and (ii) converting the engine output into the electric power by the electric power generating means during the acceleration period so that the electric storage amount is not reduced Wherein at least one of the engine output and the kinetic energy is converted into the electric power during the inertia period when the power train efficiency of the vehicle including the internal combustion engine is deteriorated by a predetermined amount or more And controls the power generation means.

As described above, in the case where the power storage amount decreases while the vehicle repeatedly alternates between the acceleration running and the batting running, even though the power generating means converts the engine output to electric power during the acceleration period, It is considered that the reduction of the storage amount can be suppressed. This increase in power generation is typically realized by an increase in engine power. On the other hand, an increase in the engine output leads to a change in the operating point of the internal combustion engine. The change of the operating point of the internal combustion engine leads to a change in powertrain efficiency (e.g., deterioration) of the vehicle including the internal combustion engine. The change in efficiency of the powertrain (e.g., deterioration) leads to a change in the fuel economy of the vehicle (for example, deterioration). Therefore, if the amount of power generation during the acceleration period is increased in order to suppress the deterioration of the fuel efficiency due to the excessive decrease in the storage amount, there is a possibility that the efficiency of the powertrain deteriorates and the fuel efficiency deteriorates further.

According to the above arrangement, when the power generation amount during the acceleration period is increased to such an extent that the reduction of the power storage amount during the alternating repetition of the acceleration running and the batting running can be suppressed, the efficiency of the power train is deteriorated by a predetermined amount or more The control unit controls the power generation unit to convert at least one of the engine output and the kinetic energy into electric power during the inertia period. As a result, the deterioration of the fuel efficiency of the vehicle due to the deterioration of the fuel efficiency of the vehicle and the deterioration of the efficiency of the power train due to the excessive decrease of the storage amount of the storage means is suitably suppressed, while the excessive shortening of the inertia period is suppressed.

In another aspect of the vehicle control apparatus solving the above problem, the acceleration running is an acceleration running in which the vehicle is accelerated by setting the state of the internal combustion engine to an operating state, And the second control means controls the electric power generation means to convert the kinetic energy into the electric power in at least a part of the inertia period.

According to the above configuration, reduction of the electric storage capacity of the power storage portion while the vehicle is alternately repeating the accelerated travel in which the state of the internal combustion engine is in the operating state and the inrushing travel in which the state of the internal combustion engine is in the non-operating state is appropriately suppressed . Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

According to the second aspect, similarly to the first aspect, the deterioration of the fuel consumption of the vehicle due to the excessive decrease in the electric storage capacity of the power storage portion is adequately suppressed.

The features, advantages, and technical and industrial significance of the exemplary embodiments of the present invention are described with reference to the accompanying drawings, wherein like numerals denote equivalent elements.

1 is a block diagram showing an example of the hybrid vehicle configuration of the present embodiment.
Fig. 2 is a flowchart showing a flow of a first operation example (particularly, a first operation example of a hybrid vehicle performing acceleration inertia travel) of the hybrid vehicle according to the present embodiment.
FIG. 3 is a timing chart showing user demand power, vehicle speed, engine output, motor output, MG1 power generation, MG2 power generation and SOC of a battery when the hybrid vehicle is running in acceleration tact.
Fig. 4 is a timing chart showing the timing of the user requested power, vehicle speed, engine output, motor output, MG1 power generation amount, MG2 power generation amount, and SOC of the battery when the excessive decrease of the SOC is suppressed by the increase of the MG1 power generation amount according to the first operation example chart.
5 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, the MG1 power generation amount, the MG2 power generation amount, and the SOC of the battery when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the stagnation period according to the first operation example As a first example of a timing chart.
6 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, the MG1 power generation amount, the MG2 power generation amount, and the SOC of the battery when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the striking period according to the first operation example In the second example of the timing chart.
7 is a flow chart showing the flow of a second hybrid vehicle operation example (particularly, a second operation example of a hybrid vehicle that performs acceleration inertia travel) according to the present embodiment.
8 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the power train efficiency, the motor output, the MG1 power generation amount, the MG2 power generation amount and the SOC of the battery when the excessive decrease of the SOC is suppressed by the increase of the MG1 power generation amount according to the second operation example Fig.
9 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, the MG1 power generation amount, the MG2 power generation amount, and the SOC of the battery when the excessive decrease in the SOC is suppressed by regeneration of the motor generator MG2 during the inactivity period according to the second operation example As a first example of a timing chart.
10 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, the MG1 power generation amount, the MG2 power generation amount, and the SOC of the battery when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the inactivity period according to the second operation example In the second example of the timing chart.
Fig. 11 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the power train, and the engine power when the excessive decrease of the SOC is suppressed by the increase of the MG1 power generation amount according to the first operation example, Efficiency, motor output, MG1 power generation amount, MG2 power generation amount, and battery SOC.

 DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a vehicle control apparatus of the present invention will be described with reference to the drawings. In the following, description will be made using the hybrid vehicle 10 to which the embodiment of the vehicle control apparatus of the present invention is applied.

First, the configuration of the hybrid vehicle 10 of the present embodiment will be described with reference to Fig. Here, Fig. 1 is a block diagram showing an example of the configuration of the hybrid vehicle 10 of the present embodiment.

1, the hybrid vehicle 10 includes an axle 11, a wheel 12, an ECU (Electronic Control Unit) 100 that is one specific example of the "vehicle control device", an " A motor generator MG2 as one specific example of the "power generation section (power generation means)", a power split mechanism 300, and a motor generator MG2 as one specific example of the "power generation section An inverter 400 and a battery 500 which is one specific example of a "power storage unit (power storage means)".

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 wheel 12 is a means for transmitting the power transmitted through the axle 11 to the road surface.

The ECU 100 is configured to be able to control the entire operation of the hybrid vehicle 10. In this embodiment, in particular, the ECU 100 is a processing block that is physically realized as a circuit element or logically realized in the ECU 100, and is a specific example of " first control portion (first control means) " The first control unit 101 and the second control unit 102 which is one specific example of the "second control unit (second control unit)" and the third control unit 102 which is one specific example of the "third control unit (third control unit) And a control unit (103).

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 the accelerated cruise running (in other words, the intermittent cruising). The second control unit 102 mainly controls the power generation (that is, regeneration) of the motor generator MG2 during the inrushing period in which the hybrid vehicle 10 performs the propulsive driving while cooperating with the first control unit 101, . The third control unit 103 mainly controls the generation of the motor generator MG1 during the acceleration period in which the hybrid vehicle 10 accelerates while cooperating with the first control unit 101 as necessary. In addition, since acceleration treading is described in detail later with reference to Fig. 2 and the like, detailed description thereof will be omitted.

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

Motor generator MG1 functions as a generator for charging battery 500. [ When the motor generator MG1 functions as a generator, the rotary shaft of the motor generator MG1 is rotated by the power of the engine ENG. However, the motor generator MG1 may function as an electric motor that supplies the power of the hybrid vehicle 10 by driving using the electric power stored in the battery 500. [

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

The power dividing 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 axis of the sun gear is connected to the rotation axis of, for example, motor generator MG1. The rotating shaft of the ring gear is connected to, for example, the rotating shaft of the motor generator MG2. The rotational axis of the planetary carrier in the middle of the sun gear and the ring gear is connected to, for example, the rotational axis (i.e., crank shaft) of the engine ENG. 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 rotary shaft of the ring gear is connected to the axle 11 of the hybrid vehicle 10, and a driving force is transmitted to the wheel 12 via the axle 11.

The inverter 400 converts the DC power extracted from the battery 500 into AC power and supplies it to motor generators MG1 and MG2. Inverter 400 also 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).

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

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

Next, the operation of the hybrid vehicle 10 (particularly, the operation of the hybrid vehicle 10 that performs the acceleration inertia travel) will be described with reference to Figs. 2 to 5. Fig. In the following, two operation examples (first and second operation examples) are illustrated as an operation example of the hybrid vehicle 10, for example.

First, a first example of operation of the hybrid vehicle 10 (particularly, a first operation example of the hybrid vehicle 10 that performs acceleration inertia travel) will be described with reference to Fig. 2. Fig. 2 is a flowchart showing a flow of a first operation example (particularly, a first operation example of the hybrid vehicle 10 that performs acceleration inertia travel) of the hybrid vehicle 10.

As shown in Fig. 2, the first control unit 101 determines whether or not the hybrid vehicle 10 is performing acceleration-inertial traveling (step S101).

"Acceleration inertia running" in the present embodiment means a running in which the hybrid vehicle 10 alternately repeats the accelerated running and the inrush running so that the vehicle speed of the hybrid vehicle 10 is accommodated within the predetermined speed range. In other words, the term " acceleration inactivity running " means a running in which the hybrid vehicle 10 alternately repeats the accelerating and decelerating driving so that the vehicle speed of the hybrid vehicle 10 is substantially maintained at a constant target speed.

Accelerated running means running (typically, accelerating) of the hybrid vehicle 10 by using the engine output of the engine ENG in which the state of the engine ENG is in the operating state and in the operating state. When the engine ENG is in the operating state, the engine ENG is driven by consuming the fuel. As a result, the engine ENG gives an engine output to the crankshaft.

On the other hand, the aggressive running means that the hybrid vehicle 10 is traveling in a state where the engine ENG is in a non-operating state and the engine output of the engine ENG is not used. When the engine ENG is in a non-operating state, the engine ENG does not consume fuel. That is, when the state of the ENG is in the non-operating state, the engine ENG is not driven. As a result, the engine ENG does not give an engine output to the crankshaft. In other words, the engine ENG does not apply the braking torque corresponding to the engine brake to the crankshaft. In this case, the crankshaft may be stopped.

The amount of fuel consumption during the acceleration running becomes relatively large while the amount of fuel consumption during the inaction running becomes relatively small or becomes zero. Therefore, when the condition that the amount of decrease in the fuel consumption during the aggressive running is greater than the amount of increase in the amount of fuel consumed during the acceleration running is satisfied, the fuel economy of the hybrid vehicle 10 performing the accelerated aging run is , Compared with the fuel consumption of the hybrid vehicle 10 that is not performing the accelerating inertia travel.

The first control unit 101 may determine whether or not the hybrid vehicle 10 is performing the acceleration inertia running by monitoring the instruction of the user (e.g. driver or passenger) of the hybrid vehicle 10. [ For example, when the user allows the accelerator pedal travel by operating the operation button provided on the hybrid vehicle 10, the first control unit 101 controls the hybrid vehicle 10 to perform the accelerated cruise running It may be determined to be performed. However, the first control unit 101 may determine whether or not the hybrid vehicle 10 performs the acceleration-inertia traveling by using another method.

As a result of the judgment in the step S101, when it is judged that the hybrid vehicle 10 is not constant in the acceleration inclinations (step S101: 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 predetermined time.

On the other hand, when it is determined in step S101 that the hybrid vehicle 10 is to be acceleratedly driven (step S101: Yes), the first control unit 101 determines whether or not the hybrid vehicle 10 requested by the user (Hereinafter referred to as " user requested power ") is substantially constant (step S102). In this way, as described above, the accelerating inertia travel is a traveling in which the hybrid vehicle 10 alternately repeats the accelerating and decelerating traveling so that the vehicle speed is accommodated within the predetermined speed range. Therefore, when the user demand power is not constant, for example, it is difficult for the hybrid vehicle 10 to perform the accelerated cruise running because the vehicle speed is likely to fluctuate (that is, the vehicle speed is difficult to be accommodated in the predetermined speed range) to be.

The first control unit 101 may determine whether or not the user demanded power is substantially constant based on the manipulated variable of the accelerator pedal by the user. For example, when the manipulated variable 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 may determine whether or not the auto-cruise control that automatically drives the hybrid vehicle 10 at the desired cruising speed is performed, in addition to or instead of based on the manipulated variable of the accelerator pedal, It may be determined whether or not the user requested power is substantially constant. For example, when the auto cruise control is performed, the first control unit 101 may determine that the user requested power is substantially constant. However, the first control unit 101 may determine whether or not the user requested power is substantially constant by using another method.

When it is determined in step S102 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 predetermined time.

On the other hand, when it is determined in step S102 that the user requested power is constant (step S102: Yes), the first control unit 101 controls the hybrid vehicle 10 to perform the accelerated stall driving Step S103).

Here, the acceleration incline running will be described with reference to Fig. 3 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output which is the output of the motor generator MG2, the MG1 power generation amount which is the power generation amount of the motor generator MG1, the power generation amount of the motor generator MG2 (I.e., regeneration amount) of the MG2 and the SOC of the battery 500. As shown in Fig.

As shown in Fig. 3, when the user requested power is substantially constant, the hybrid vehicle 10 performs the acceleration inertia travel. That is, the hybrid vehicle 10 alternately repeats accelerating and decelerating so that the vehicle speed is accommodated within a predetermined speed range.

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

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

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

On the other hand, the first control unit 101 controls the engine ENG (also, the motor generators MG1 and MG2) so that the state of the engine ENG is in the non-operating state during the inertia period in which the hybrid vehicle 10 makes the tripping . As a result, the engine output during the inertia period becomes zero. In addition, the first control unit 101 controls the motor generator MG2 so as to idle without using the electric power stored in the battery 500 during the inactivity period. As a result, the motor output during the inertia period becomes zero. As a result, the vehicle speed is gradually reduced during the inertia period.

During the inactivity period, both of motor generators MG1 and MG2 do not function as a generator, except for the case of performing an operation to be described in detail later (concretely, the operation of step S107 in Fig. 2). On the other hand, the electric power stored in the battery 500 is consumed for driving the auxiliary equipment of the hybrid vehicle 10 even during the period of inertia. Therefore, during the inactivity period, the SOC of the battery 500 is gradually reduced.

Under the control of the first control unit 101, the hybrid vehicle 10 alternately repeats the above-described accelerating and decelerating driving so that the vehicle speed is accommodated within the predetermined speed range. As a result, as shown in Fig. 3, the hybrid vehicle 10 travels so that the vehicle speed is accommodated within a predetermined speed range.

3, the input amount of the electric power to the battery 500 during the acceleration period (i.e., the amount of charge and the amount of increase in the SOC) and the amount of output of the electric power from the battery 500 during the inertia running period And the amount of decrease in SOC) is balanced. Therefore, in the example shown in Fig. 3, the SOC does not gradually decrease while the hybrid vehicle 10 is running the accelerated tire. In other words, while the hybrid vehicle 10 is performing the acceleration inertia travel, the SOC is accommodated within the substantially constant SOC range. In other words, the average value of the SOC (typically, the average value per unit time) is substantially constant while the hybrid vehicle 10 is running the accelerated cruising.

On the other hand, depending on the running state of the hybrid vehicle 10, there is a possibility that the increase amount of the SOC during the acceleration period becomes smaller than the decrease amount of the SOC during the inertia running period. For example, when the power generation amount of the MG1 during the acceleration period is relatively small or the power consumption amount of the auxiliary equipment is relatively large, the possibility that the increase amount of the SOC during the acceleration period becomes smaller than the decrease amount of the SOC during the acceleration period becomes relatively high . In this case, the SOC gradually decreases while the hybrid vehicle 10 is traveling in the accelerated state. In other words, the average value of the SOC is gradually decreased while the hybrid vehicle 10 is performing the acceleration acceleration running. As a result, the SOC deviates from the substantially constant SOC region while the hybrid vehicle 10 is traveling in the acceleration inertia. As a result, there is a possibility that the SOC is excessively lowered (that is, excessively decreased). There is a possibility that the excessive decrease of the SOC while the hybrid vehicle 10 is traveling in the acceleration tact is causing the deterioration of the fuel efficiency of the hybrid vehicle 10. [ Therefore, from the point of suppressing deterioration of fuel consumption while the hybrid vehicle 10 is running in the acceleration-inertia running state, it is preferable that the excessive decrease of the SOC is suppressed in the case where the hybrid vehicle 10 is running in the acceleration- Do.

Therefore, in the present embodiment, the second control unit 102 may control the hybrid vehicle 10 (or the hybrid vehicle 10) during the inertia period, if necessary, in order to suppress the excessive decrease of the SOC while the hybrid vehicle 10 is performing the acceleration- (I.e., regenerated) using the kinetic energy of the motor generator MG2. Hereinafter, the operation of controlling motor generator MG2 to regenerate during the aging period will be further described.

2, the first control unit 101 determines whether or not the SOC of the battery 500 satisfies a predetermined reduction condition while the hybrid vehicle 10 is running in the accelerated stall state S104).

Here, in the present embodiment, it is assumed that the predetermined reduction condition is a condition that the amount of decrease in SOC per unit time is equal to or greater than the first threshold value. Particularly, it is preferable that the predetermined reduction condition be a condition that the amount of decrease of the SOC per unit time by at least one time of accelerating and decelerating is equal to or greater than the first threshold value. In other words, the predetermined reduction condition is that "the amount of decrease in the SOC at the time of ending the inertia running following the acceleration running based on the SOC at the time of starting any acceleration running becomes equal to or greater than the first threshold" Condition. When the SOC satisfies this predetermined reduction condition, there is a high possibility that the SOC is excessively lowered as compared with the case where the predetermined reduction condition is not satisfied by the SOC.

However, as a predetermined reduction condition, any condition capable of appropriately discriminating whether the possibility of causing an excessive decrease in the SOC is relatively high or whether the possibility that the SOC is excessively decreased is relatively high may be used. For example, the predetermined reduction condition may be a condition that the increase amount of the SOC during the acceleration period becomes smaller than the decrease amount of the SOC during the inertia running period. For example, the predetermined reduction condition may be a condition that the SOC (typically, the average value of the SOC) decreases while the time required for performing the acceleration running and the batting running at least once passes. For example, the predetermined reduction condition may be a condition that the ratio of the decrease amount of the SOC during the inertia period to the increase amount of the SOC during the acceleration period is equal to or larger than the specific ratio larger than 1. For example, the predetermined reduction condition may be a condition in which the SOC is excessively lowered (for example, the SOC becomes equal to or less than the second threshold value).

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 reduction 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 be regenerated during the inactivity period. In other words, 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, if it is determined in step S104 that the SOC of the battery 500 satisfies the predetermined reduction condition (step S104: Yes), there is a relatively high possibility that the SOC is excessively lowered. As a result, it is preferable that an excessive decrease in the SOC is suppressed.

It should be noted that the suppression of the excessive decrease of the SOC is realized by the regeneration of the motor generator MG2 during the inactivity period. However, regeneration of the motor generator MG2 during the period of inertia leads to a shortening of the inertia period. The shortening of the inactivity period may reduce or cancel the effect of improving the fuel economy due to the acceleration running. Therefore, in order to maximize the effect of improving the fuel economy due to the acceleration incursion, it is considered that it is desirable to avoid the regeneration of the motor generator MG2 during the inertia period as much as possible.

On the other hand, the suppression of the excessive decrease of the SOC can be realized also by the increase (increase) of the MG1 power generation amount during the acceleration period. The term " increase in the MG1 power generation amount during the acceleration period " as used herein refers to an increase in the MG1 power generation amount during the acceleration period in the case of performing the control for suppressing the excessive decrease in the SOC as an acceleration in the case where the control for suppressing the excessive decrease in the SOC is not performed (I.e., increases) the power generation amount of MG1 during the period. Therefore, in the present embodiment, the first control unit 101 first determines whether or not the excessive decrease of the 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 increases the generation amount of MG1 during the acceleration period to such an extent that the SOC does not satisfy the predetermined reduction condition (typically, the SOC is accommodated in the constant SOC region or gradually increases) (Step S105).

For example, the MG1 power generation amount is determined according to the operating point (MG1 operating point) of the motor generator MG1. The MG1 operating point is specified by the number of revolutions (MG1 revolution number) of motor generator MG1 and the torque (MG1 torque) applied to the rotation axis of motor generator MG1. The MG1 revolution speed and the MG1 torque are mainly determined according to the operating point (ENG operating point) of the engine ENG. Therefore, the first control unit 101 may determine whether it is possible to change the MG1 operating point 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 operating point so that the MG1 power generation amount during the acceleration period is changed by changing the ENG operating point, the first control unit 101 determines that it is possible to increase the MG1 power generation amount during the acceleration period do.

Typically, an increase in the MG1 power generation amount is often realized by an increase in the engine power. The term " increase of the engine output " as used herein refers to the case where control for suppressing an excessive decrease in the SOC is not performed on the engine output (particularly, the engine output during the acceleration period) when the control for suppressing the excessive decrease of the SOC is performed (In other words, increases) the engine output (particularly, the engine output during the acceleration period). Therefore, the first control unit 101 may determine whether it is possible to increase the engine output so as to increase the MG1 power generation amount during the acceleration period. When it is possible to increase the engine output so as to increase the MG1 power generation amount during the acceleration period, the first control unit 101 may determine that it is possible to increase the MG1 power generation amount during the acceleration period.

If it is determined in step S105 that it is possible to increase the MG1 power generation amount during the acceleration period (step S105: Yes), the first control unit 101 also determines whether the MG1 power generation amount after the increase is input to the battery 500 It is determined whether or not the upper limit value of the possible power amount (so-called Win limit value) is exceeded (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 reduction condition exceeds the Win limit value (step S106).

If it is determined in step S106 that the MG1 power generation amount after the increase does not exceed the Win limit value (i.e., does not exceed the Win limit value) (step S106: No), the MG1 power generation amount All of the electric power generated by the motor generator MG1 during the acceleration period (however, excluding the electric power loss) can be input to the battery 500. [ In other words, by using the electric power generated by the motor generator MG1 during the acceleration period, an excessive decrease of the SOC is appropriately suppressed. Therefore, the second control unit 102 does not have to control the motor generator MG2 to be regenerated during the inactivity 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 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 is increased. Further, the third control unit 103 controls the motor generator MG1 to generate power by using a part of the engine output (that is, the increased engine output) during the acceleration period (step S109).

On the other hand, if it is determined in step S106 that the MG1 power generation amount after the increase exceeds the Win limit value (i.e., exceeds the Win limit value) (step S106: Yes), the MG1 When the power generation amount is increased, a part of the electric power generated by the motor generator MG1 during the acceleration period is not inputted to the battery 500. That is, using only the electric power generated by the motor generator MG1 during the acceleration period, the excessive decrease of the SOC is not appropriately suppressed. 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 second control unit 102 controls the motor generator MG2 to be regenerated during the stamper period (Step S107).

In addition, in the case of controlling the motor generator MG2 to regenerate during the impulse period, the second control unit 102 may control the motor generator MG2 such that the amount of power generation of the MG2 during the impulsive period is minimized in order to suppress the shortening of the impulse period as much as possible do. For example, the third control unit 103 may maximally increase the MG1 power generation amount so that the MG1 power generation amount after the increase does not exceed the Win limit value. That is, the third control unit 103 may control the engine ENG so as to increase the engine output during the acceleration period to such an extent that the MG1 power generation amount during the acceleration period increases as much as possible (or the operating point of the engine ENG changes). As a result, the MG1 power generation amount during the acceleration period increases as much as possible. The second control unit 102 may also control the motor generator MG2 so as to supplement the deficiency of the MG1 power generation amount during the acceleration period due to the Win limit value by the MG2 power generation amount during the inactivity period. That is, the second control unit 102 may control the motor generator MG2 so that the power of the MG2 power generation amount corresponding to the deficiency of the MG1 power generation amount during the acceleration period due to the Win limit value is regenerated during the stagnation period.

On the other hand, when it is determined as a result of the determination in step S105 that it is not possible to increase the MG1 power generation amount during the acceleration period (step S105: No), it is difficult to suppress the excessive decrease in the SOC only with the MG1 power generation amount during the acceleration period. Thus, 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 to be regenerated during the stamper period (step S107 ). However, in this case, since it is determined that it is not possible to increase the MG1 power generation amount during the acceleration period (typically, it is not possible to increase the engine power), the third control unit 103, It is not necessary to increase the engine output during the acceleration period to such an extent that the MG1 power generation amount in the engine is maximally increased.

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 in which the SOC is relatively lower continues. For example, the second control unit 102 may control the motor generator MG2 to continue regeneration during the inertia period until the SOC reaches the third threshold value or more. When the SOC reaches the third threshold or more, the second control unit 102 may control the motor generator MG2 to stop the regeneration during the inertia period. Thereafter, the second control unit 102 again controls the motor generator MG2 to be regenerated during the inactivity period when it is determined again that the SOC satisfies the predetermined reduction condition.

Hereinafter, suppression of an excessive decrease in SOC realized by the first operation example will be further described with reference to Figs. 4 to 6. Fig. 4 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, which is the output of the motor generator MG2, and the power generation amount of the motor generator MG1, which are the output of the motor generator MG1 MG1 power generation amount, generation amount of motor generator MG2 (i.e., regeneration amount) MG2 power generation amount, and SOC of battery 500, respectively. 5 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output which is the output of the motor generator MG2, the motor output of the motor generator MG2, and the motor output of the motor generator MG2 when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the striking period according to the first operation example. A first example of a timing chart showing the MG1 power generation amount of the MG1, the MG2 power generation amount of the motor generator MG2 (i.e., the regeneration amount), and the SOC of the battery 500, 6 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output which is the output of the motor generator MG2, the motor output of the motor generator MG2, and the motor output of the motor generator MG2 when the excessive decrease of the SOC is suppressed by the regeneration of the motor- A second example of a timing chart showing the MG1 power generation amount of the MG1, the MG2 power generation amount of the motor generator MG2 (i.e., the regeneration amount), and the SOC of the battery 500,

As shown in Fig. 4, at time t41, it is determined that the SOC satisfies a predetermined reduction condition. That is, during the period A1 until the time t41, it is not determined that the SOC satisfies the predetermined decrease condition. Therefore, during the period A1 until time t41, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, while the second control unit 102 controls the motor generator MG1 to regenerate during the stalling period, 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 at the zero state. As a result, the SOC gradually decreases.

It is determined that the MG1 power generation amount can be increased and the MG1 power generation amount after the increase does not exceed the Win limit value after it is determined that the SOC satisfies the predetermined reduction condition at time t41. In this case, during the period A2 starting from the time t41, the third control unit 103 increases the engine output during the acceleration period and controls the motor generator MG1 to generate during the acceleration period. Therefore, the MG1 power generation amount during the acceleration period is increased due to the increase of the engine power during the acceleration period. 4 shows an example in which the power generation amount of the MG1 during the acceleration period is maximally increased until the amount of power generation of the MG1 coincides with the Win limit value. On the other hand, the second control unit 102 does not control the motor generator MG2 to be regenerated during the inactivity period. As a result, the rate of decrease of the SOC during the inertia period hardly changes, but the rate of increase of the SOC during the acceleration period increases. As a result, deterioration of the 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 acceleration period are balanced by the increase of the MG1 power generation amount.

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

Thereafter, as shown in Fig. 5 showing a first example of the timing chart following the timing chart of Fig. 4, it is determined that the SOC satisfies the predetermined reduction condition at time t51. On the other hand, at the time point t51, the MG1 power generation amount has already coincided with the Win limit value. As a result, if the MG1 power generation amount increases to such an extent that the SOC does not satisfy the predetermined reduction condition, the increased MG1 power generation amount exceeds the Win limit value. Therefore, during the A4 period starting from the time t51, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, and the second control unit 102 controls the motor generator MG1 to regenerate during the agitation period, MG2. Therefore, in addition to the fact that the MG1 power generation amount during the acceleration period becomes larger than zero, the MG2 power generation amount during the inertia period also becomes larger than zero. As a result, the SOC is increased even when the rate of decrease of the SOC during the inactivity period becomes small or during the inactivity period. As a result, the SOC gradually increases.

5, in the case where motor generator MG2 is regenerated during the striking period, the striking period is shortened as compared with the case where motor generator MG2 is not regenerated during the striking period.

Then, at time t52, it is determined that the SOC is equal to or greater than the third threshold value indicated by the one-dot chain line. As a result, at the time point t52, the second control unit 102 controls the motor generator MG2 to stop the regeneration during the inertia period. Therefore, during the A5 period starting from the time t52, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, while the second control unit 102 controls the motor generator MG2 . Further, at the time point t52, the third control unit 103 may reduce the engine output and the MG1 power generation that have been increased during the acceleration period (that is, may be returned to the original state).

 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 during which the motor generator MG2 is regenerated during the impulsive period. For example, when the temperature of the battery 500 is lowered, the Win limit value may increase. Fig. 6 shows an example in which the Win limit value is large at time t61 before it is determined that the SOC becomes equal to or greater than the third threshold value indicated by the one-dot chain line. As a result, it may be newly determined that the amount of power generation of MG1 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 a range that does not exceed the Win limit value, the third control unit 103 can further increase the MG1 power generation amount during the acceleration period by further increasing the engine power during the acceleration period . Therefore, the rate of increase of the SOC during the acceleration period is further increased. As a result, deterioration of the SOC is suppressed. Further, when the SOC reduction is suppressed due to a 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 period A6 starting from time t61, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, while the second control unit 102 controls the motor generator MG2 .

Then, it is judged at time t62 that the SOC is equal to or greater than the third threshold value indicated by the one-dot chain line. In this case, during the period A7 starting from the time t62, the third control unit 103 may decrease the engine output and the MG1 power generation that have been increased during the acceleration period (that is, may be returned to the original state).

As described above, the hybrid vehicle 10 according to the present embodiment is capable of executing the first operation example, 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 not only in the acceleration period but also in the inactivity period. As a result, the SOC of the battery 500 is appropriately suppressed (that is, prevented) from decreasing while the hybrid vehicle 10 alternately repeats the acceleration running and the batting run. Therefore, an excessive decrease in SOC is also appropriately suppressed. As a result, the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease of the SOC is appropriately suppressed.

For example, since the excessive decrease in the SOC is suppressed, the hybrid vehicle 10 hardly or never ends the acceleration-inertia running in a state where the SOC is excessively lowered. That is, at the time when the hybrid vehicle 10 finishes the acceleration incursion, the SOC is a relatively large value. Thus, the hybrid vehicle 10 can travel using the motor output of the motor generator MG2 after the state of the engine ENG is set to the non-operating state after the completion of the acceleration inertia travel. That is, the hybrid vehicle 10 can carry out so-called EV (Electric Vehicle) traveling. Therefore, the deterioration of the fuel economy due to the inability to perform the EV traveling is appropriately suppressed.

 Or, for example, since the excessive decrease of the SOC is suppressed, the hybrid vehicle 10 hardly or never ends the acceleration-inertia running in a state where the SOC is excessively lowered. That is, at the time when the hybrid vehicle 10 finishes the acceleration incursion, the SOC is a relatively large value. As a result, 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 the completion of the accelerated cruise running. Therefore, deterioration of the fuel economy due to setting the state of the engine ENG to the operating state only for the purpose of increasing the SOC is appropriately 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 accelerate following the aggressive traveling. On the other hand, when the SOC is excessively lowered, there is a possibility that cranking of the internal combustion engine using motor generator MG1 becomes difficult. However, as described above, since the excessive decrease of the SOC is suppressed, there is little or no difficulty in cranking the engine ENG using the motor generator MG1. As a result, the hybrid vehicle 10 can continuously perform the accelerated stall running. In other words, the hybrid vehicle 10 can continue the acceleration incursion over a relatively long period of time. Therefore, the deterioration of the fuel economy due to the difficulty in continuing the running of the accelerated stall is appropriately suppressed.

Further, under the control of the second control unit 102, the hybrid vehicle 10 is configured to regenerate the motor generator MG2 during the inactivity period in such a manner that the SOC satisfies a predetermined reduction condition (for example, A phenomenon called " reduction of SOC that can be performed " occurs). That is, when the SOC does not satisfy the predetermined reduction condition, the hybrid vehicle 10 does not need to regenerate by the motor generator MG2 during the inactivity 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, the deterioration of the fuel efficiency of the hybrid vehicle 10 due to the excessive decrease of the SOC is appropriately suppressed, and the excessive shortening of the impulse period caused by the regeneration by the motor generator MG2 during the impulsive period is suppressed.

In addition, the hybrid vehicle 10 selectively performs regeneration by the motor generator MG2 during the inactivity period under the control of the second control unit 102 when it is not possible to increase the MG1 power generation amount during the acceleration period. That is, when it is possible to increase the MG1 power generation amount during the acceleration period, the hybrid vehicle 10 does not need to regenerate by the motor generator MG2 during the striking 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, the deterioration of the fuel efficiency of the hybrid vehicle 10 due to the excessive decrease of the SOC is appropriately suppressed, and the excessive shortening of the impulse period caused by the regeneration by the motor generator MG2 during the impulsive period is suppressed.

In addition, the hybrid vehicle 10 selectively performs regeneration by the motor generator MG2 during the striking period under the control of the second control unit 102, and when the MG1 power generation amount exceeds the Win limit value by increasing the MG1 power generation amount . In other words, when the MG1 power generation amount does not exceed the Win limit value even if the MG1 power generation amount is increased, the hybrid vehicle 10 does not need to regenerate by the motor generator MG2 during the striking 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, the deterioration of the fuel efficiency of the hybrid vehicle 10 due to the excessive decrease of the SOC is appropriately suppressed, and the excessive shortening of the impulse period caused by the regeneration by the motor generator MG2 during the impulsive period is suppressed.

Next, a second example of operation of the hybrid vehicle 10 (particularly, a second operation example of the hybrid vehicle 10 that performs acceleration inertia travel) will be described with reference to Fig. 7 is a flowchart showing the flow of a second operation example (particularly, a second operation example of the hybrid vehicle 10 that performs acceleration inertia travel) of the hybrid vehicle 10. In the following, the same steps as those of the first operation are denoted by the same step numbers, and detailed description thereof will be omitted.

As shown in Fig. 7, in the second operation example, it is determined whether or not the power train efficiency deteriorates by a predetermined amount or more when it is determined that it is possible to increase the MG1 generation amount during the acceleration period (step S105: Yes) S206), when it is judged that it is possible to increase the MG1 generation amount during the acceleration period (step S105: Yes), it is judged whether or not the MG1 generation amount after the increase exceeds the Win limit value (step S106) . 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 it is possible to increase the MG1 power generation amount during the acceleration period (step S105: Yes), the first control unit 101 also determines, It is determined whether or not the power train efficiency of the hybrid vehicle 10 is deteriorated by a fourth threshold value or more (step S206), as compared with before the engine output is increased. The term "power train efficiency" as used herein means an operation efficiency as a whole of a transmission system (transmission system) for transmitting the power of the engine ENG and motor generators MG1 and MG2 to the wheels 12. [

If it is determined in step S206 that the power train efficiency does not deteriorate beyond the fourth threshold value (step S206: No), as in the case where it is determined that the MG1 power generation amount after the increase in the first operation example does not exceed the Win limit value Is performed. Specifically, the second control unit 102 does not have to control the motor generator MG2 to be regenerated during the impulse 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 change the operating point of the engine ENG) (step S108). As a result, the MG1 power generation amount during the acceleration period is increased. Further, the third control unit 103 controls the motor generator MG1 to generate power by using a part of the engine output (that is, the increased engine output) during the acceleration period (step S109).

On the other hand, when it is determined in step S206 that the power train efficiency is deteriorated beyond the fourth threshold value (step S206: Yes), it is determined that the MG1 power generation amount after the increase in the first operation example exceeds the Win limit value The same operation is performed. 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 controls the motor generator MG2 to be regenerated during the striking period S107).

Here, the suppression of the excessive decrease of the SOC realized by the second operation example will be described with reference to Figs. 8 to 10. Fig. 8 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output which is the output of the motor generator MG2, and the power generation amount of the motor generator MG1, which is the output of the motor generator MG1 MG1 power generation amount, generation amount of motor generator MG2 (i.e., regeneration amount) MG2 power generation amount, and SOC of battery 500, respectively. 9 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the power train efficiency, and the output of the motor generator MG2 when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the striking period according to the second operation example. An MG1 power generating amount of motor generator MG1, a MG1 power generating amount of motor generator MG2, an MG2 power generating amount of motor generator MG2 (i.e., a regenerating amount), and a SOC of battery 500, respectively. 10 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output which is the output of the motor generator MG2, the motor output of the motor generator MG2, and the motor output of the motor generator MG2 when the excessive decrease of the SOC is suppressed by the regeneration of the motor generator MG2 during the non- A second example of a timing chart showing the MG1 power generation amount of the MG1, the MG2 power generation amount of the motor generator MG2 (i.e., the regeneration amount), and the SOC of the battery 500,

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

It is determined that the MG1 power generation amount can be increased and the power train efficiency does not deteriorate beyond the fourth threshold value after it is determined that the SOC satisfies the predetermined reduction condition at time t81. In this case, during the period B2 starting from the time t81, the third control unit 103 increases the engine output during the acceleration period and controls the motor generator MG1 so as to generate power during the acceleration period. Therefore, the MG1 power generation amount during the acceleration period is increased due to the increase of the engine power during the acceleration period. 8 shows an example in which the power generation amount of the MG1 during the acceleration period is maximally increased until the amount of power generation of the MG1 coincides with the Win limit value. On the other hand, the second control unit 102 does not control the motor generator MG2 to be regenerated during the inactivity period. As a result, the rate of decrease of the SOC during the inertia period hardly changes, but the rate of increase of the SOC during the acceleration period increases. As a result, deterioration of the 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 acceleration period are balanced by the increase of the MG1 power generation amount.

On the other hand, it is assumed that the power consumption of the auxiliary device increases at time t82. As a result, during the period B3 starting from the time t82, the rate of increase of the SOC during the acceleration period becomes smaller and the rate of decrease of the SOC during the acceleration period increases, as compared with the period B2. 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 determined that the SOC satisfies a predetermined reduction condition at time t91. Here, when the engine output is further increased to further increase the MG1 power generation amount at the time t91, the power train efficiency at a time later than the time t91 is compared with the power train efficiency at a time before the time t81 at which the engine output is increased. Is deteriorated beyond the fourth threshold value. In Fig. 9, the increased engine power and the deteriorated power train efficiency are indicated by thick dashed lines. Therefore, during the period B4 starting from the time t91, the third control unit 103 controls the motor generator MG1 so as to develop during the acceleration period without further increasing the engine output during the acceleration period as indicated by the bold solid line in Fig. , And the second control unit 102 controls the motor generator MG2 to be regenerated during the inactivity period. Therefore, in addition to the MG1 generation amount during the acceleration period becoming larger than zero, the MG2 generation amount during the inertia period also becomes larger than zero. As a result, the SOC is increased even when the rate of decrease of the SOC during the inactivity period becomes small or during the inactivity period. As a result, the SOC gradually increases. Further, since the engine output is not further increased during the acceleration period, the powertrain efficiency is not deteriorated (particularly, deteriorated beyond the fourth threshold value) during the acceleration period as indicated by a bold solid line in FIG.

Thereafter, it is determined at time t92 that the SOC is equal to or greater than the third threshold value indicated by the one-dot chain line. As a result, at the time point t92, the second control unit 102 controls the motor generator MG2 to stop the regeneration during the inactivity period. Therefore, during the period B5 starting from the time t92, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, while the second control unit 102 controls the motor generator MG2 . Further, at the time point t92, the third control unit 103 may decrease the engine output and the MG1 power generation that have been increased during the acceleration period (that is, may be returned to the original state).

Alternatively, as shown in Fig. 10 showing a second example of a timing chart following the timing chart of Fig. 8, in order to further increase the MG1 power generation amount in the period B4 in which the motor generator MG2 is regenerating during the striking period, The power train efficiency may be newly judged as not deteriorating beyond the fourth threshold value by some factor. 10 shows that even when the engine output is further increased to further increase the MG1 power generation amount at time t101 before the SOC is determined to be equal to or higher than the third threshold value indicated by the one-dot chain line, the power train efficiency does not deteriorate beyond the fourth threshold value An example of a new determination is shown. When it is newly determined that the power train efficiency does not deteriorate beyond the fourth threshold value, the third control unit 103 can further increase the engine power output during the acceleration period by further increasing the engine output during the acceleration period. Therefore, the rate of increase of the SOC during the acceleration period is further increased. As a result, deterioration of the SOC is suppressed. Further, when the SOC reduction is suppressed due to a 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 period B6 starting from the time t101, the third control unit 103 controls the motor generator MG1 to generate during the acceleration period, while the second control unit 102 controls the motor generator MG2 .

Then, at time t102, it is determined that the SOC is equal to or greater than the third threshold value indicated by the one-dot chain line. In this case, during the period B7 starting from the time t102, the third control unit 103 may reduce the engine output and the MG1 power generation that have been increased during the acceleration period (that is, may be returned to the original state).

As described above, by performing the second operation example, the hybrid vehicle 10 of the present embodiment can appropriately enjoy various perfume-like effects when performing the first operation example. In addition, in the second operation example, deterioration (particularly, excessive deterioration) of the power train efficiency is appropriately suppressed. Therefore, even if the deterioration of the fuel efficiency of the hybrid vehicle 10 due to the excessive decrease of the SOC is appropriately suppressed, the deterioration of the fuel efficiency of the hybrid vehicle 10 due to the deterioration of the power train efficiency is appropriately suppressed.

Further, in addition to or instead of determining whether or not the power train efficiency deteriorates beyond the fourth threshold value, the first control unit 101 may increase the engine output to increase the MG1 power generation amount during the acceleration period, It may be determined whether or not the operation efficiency of the engine ENG deteriorates beyond the fifth threshold value. When it is determined that the efficiency of the engine ENG does not deteriorate beyond the fifth threshold value, the same operation as in the case where it is determined that the MG1 power generation amount after the increase in the first operation example does not exceed the Win limit value may be performed. When it is determined that the efficiency of the engine ENG deteriorates beyond the fifth threshold value, the same operation as in the case where it is determined that the MG1 power generation amount after the increase in the first operation example exceeds the Win limit value may be performed.

In the above description, the state of the engine ENG is in a non-operating state during the inertia period. However, the engine ENG may be in the operating state even during the inertia period. Also in this case, as long as the hybrid vehicle 10 proceeds to the state of inertia without using the engine output of the engine ENG, the running of the hybrid vehicle 10 becomes an inertia.

Here, with reference to Fig. 11, suppression of an excessive decrease in SOC realized when the state of the engine ENG becomes active during the inertia period will be further described. Fig. 11 is a graph showing the relationship between the user demand power, the vehicle speed, the engine output, the motor output, and the engine output when the excessive decrease of the SOC is suppressed by the increase of the MG1 power generation amount in the first operation example under the situation where the engine ENG state becomes the operating state during the striking period. A timing chart showing the motor output as the output of the generator MG2, the MG1 power generation amount generated by the motor generator MG1, the MG2 power generation amount generated by the motor generator MG2 (i.e., the regenerated amount), and the SOC of the battery 500.

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. 11 shows an example in which the engine output during the inertia period corresponds to the engine output when the engine ENG is in the so-called idling operation. Other features in the timing chart shown in Fig. 11 may be the same as 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 put into the operating state during the inertia period, the deterioration of the fuel consumption of the hybrid vehicle 10 due to the excessive decrease of the SOC is suitably suppressed.

In the above description, the second control unit 102 controls the motor generator MG2 to be regenerated during the stamper period (see step S107 in Fig. 2). However, in the case where the state of the engine ENG becomes operative during the inertia period, in addition to or instead of controlling the motor generator MG2 to regenerate during the inertia period, the second control unit 102 may control the engine output The motor generator MG1 may be controlled so as to generate electric power using at least a part of the electric motor MG1.

In the above description, the second control unit 102 controls the motor generator MG2 to regenerate over the entire impulse period. However, the second control unit 102 may control the motor generator MG2 to regenerate in a part of the striking period and not regenerate in another part of the striking period.

In the above description, the second control unit 102 controls the motor generator MG2 to be regenerated during the inertia period when the SOC satisfies the predetermined reduction condition. However, the second control unit 102 may control the motor generator MG2 to be regenerated during the inertia period when any parameter different from the SOC satisfies a predetermined condition. For example, the second control unit 102 may control the motor generator MG2 to be regenerated during the inertia period when the vehicle speed during the inertia period is changed to a predetermined change form. More specifically, for example, the second control unit 102 may control the motor generator MG2 to be regenerated during the striking period when the vehicle speed gradually increases during the striking period. In the case where the vehicle speed gradually increases during the inertia period, the kinetic energy of the hybrid vehicle 10 is considered to be surplus. Therefore, when regeneration is carried out during the impulsive period in which the vehicle speed gradually increases, the motor generator MG2 is regenerated using surplus kinetic energy. Therefore, the deterioration of the fuel efficiency due to the shortening of the inertia period due to the regeneration during the inertia period is more appropriately suppressed.

In addition, the vehicle speed increase during the inactivity period may occur when the hybrid vehicle 10 is running on a downward gradient road (i.e., downhill road). However, while the hybrid vehicle 10 is traveling on the downward gradient path, the first control unit 101 does not have to control the hybrid vehicle 10 so as to perform the accelerated cruise running. For example, the first control unit 101 may control the hybrid vehicle 10 to continue the inertial travel. The second control unit 102 may also control the motor generator MG2 to regenerate at least a part of the inertia period. In this case, the state of the engine ENG may be in a non-operating state.

In the above description, an example in which the hybrid vehicle 10 employs a so-called split (power divided) hybrid system (e.g., THS: Toyota Hybrid System) is described. However, even when the hybrid vehicle 10 employs a parallel system or a series system hybrid system, the ECU 100 may also control the hybrid vehicle 10 in the above-described manner.

In the above description, the hybrid vehicle 10 is provided with a plurality of motor generators MG1 and MG2. However, the hybrid vehicle 10 may be provided with a single motor generator. Alternatively, the hybrid vehicle 10 may be an arbitrary generator (for example, a hybrid vehicle) that can generate electricity by using at least one of the engine output of the engine ENG and the kinetic energy of the hybrid vehicle 10 instead of or instead of one or a plurality of motor generators An alternator, a generator, etc.). In this case as well, the ECU 100 may control the hybrid vehicle 10 in the above-described manner.

Further, the embodiments according to the present invention can be appropriately changed without departing from the spirit and scope of the invention, which can be understood from the claims and the entire specification, and a vehicle control apparatus accompanied by such changes can also be applied to the technical idea .

The present invention can be summarized as follows.

A vehicle control apparatus for solving the above-mentioned problems is characterized by comprising an internal combustion engine, a power generation means for converting at least one of an engine output of the internal combustion engine and a kinetic energy of the vehicle into electric power, , Wherein the vehicle alternately repeats an accelerating operation in which the vehicle is accelerated using the engine output and an inertial running in which the vehicle runs in an inrush state without using the engine output, A first control means for controlling the vehicle so that the vehicle speed of the vehicle is accommodated within a predetermined speed range; and a control means for converting at least one of the engine output and the kinetic energy into the electric power during the inertia period And a second control means for controlling the power generation means.

According to the vehicle control apparatus, the vehicle including the internal combustion engine, the power generation section, and the power storage section can be controlled. The power generation section converts the engine output of the internal combustion engine into electric power. The power generation section 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 a power generation section may be, for example, a motor generator or an alternator. The electricity generated by the power generation unit (that is, generated or developed) is stored by the power storage unit.

To control such a vehicle, the vehicle control apparatus includes a first control section and a second control section.

The first control unit controls the vehicle so that the vehicle speed is accommodated within a predetermined speed range by alternately repeating the accelerating and the coasting running. As a result, the vehicle can continue to travel substantially at a substantially constant vehicle speed.

Accelerated driving refers to driving that the vehicle reverses (typically, accelerates) using the engine output. When the vehicle is accelerating, the state of the internal combustion engine is in an operating state because the vehicle uses the engine output. On the other hand, the passive driving refers to driving in which the vehicle travels with inertia (in other words inertia) without using the engine output. In the case where the vehicle is driven in an aggressive manner, since the vehicle does not use the engine output, the state of the internal combustion engine may be in a non-operating state to improve the fuel economy of the vehicle. However, the state of the internal combustion engine may be in the operating state even when the vehicle is driven in the opposite direction. That is, even if the state of the internal combustion engine is in the operating state, the vehicle may be said to be running in a state in which the vehicle is running, unless the vehicle is reversed using the engine output of the internal combustion engine in the operating state.

The second control section controls the power generation section 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 section controls the power generation section so that at least one of the engine output and the kinetic energy is converted into electric power during the inertia period in which the vehicle travels with the inertia. That is, the second control section controls the power generation section so as to develop during the inactivity period. At this time, the second control section may control the power generation section 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 section may control the power generation section to convert at least one of the engine output and the kinetic energy into electric power in a part of the inertia period.

For example, in the case where the vehicle is running in an inactive state and the state of the internal combustion engine is in a non-operating state, the second control portion converts the kinetic energy (more specifically, at least a part of kinetic energy) , The power generation section may be controlled. For example, in the case where the vehicle is running in a staggered state and the state of the internal combustion engine is in an operating state, the second control unit sets the engine output (more specifically, at least a part of the engine output) Specifically, at least a part of kinetic energy) may be controlled to be converted into electric power.

In this manner, the power generation section can develop not only in the acceleration period in which the vehicle makes acceleration travel, but also in the inertia period, mainly under the control of the second control section. That is, the power storage unit is charged not only in the acceleration period but also in the inertia period. As a result, the reduction in the amount of electricity stored in the power storage unit (that is, the amount of power stored in the power storage unit) while the vehicle repeatedly alternates between accelerating and decelerating is adequately suppressed (in other words, prevented). Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

In another aspect of the vehicle control apparatus for solving the above problems, the second control section may be configured to, when the electric storage amount of the power storage section decreases while the vehicle repeatedly alternates between the acceleration running and the inrush running, The engine output, and the kinetic energy to the power.

According to this configuration, the reduction in the amount of electric storage of the power storage portion while the vehicle repeatedly alternates between the acceleration running and the batting running is appropriately suppressed. Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

Further, when at least one of the engine output and the kinetic energy is converted into electric power during the inertia period of the power generation section, compared with the case where at least one of the engine output and the kinetic energy is not converted into electric power during the inertia period, The speed of vehicle deceleration during the period increases. As a result, the conversion into at least one of the engine output and the kinetic energy in the inactivity period leads to the reduction of the inactivity period. In other words, when at least one of the engine output and the kinetic energy is converted into electric power during the inertia period, the power generation unit can not generate inertia The period is shortened. On the other hand, when it is desirable that the state of the internal combustion engine is in a non-operating state (or, even if the state of the internal combustion engine is set to the operating state, the engine output is relatively small because the engine output is not used to drive the vehicle) The longer the period is, the more fuel economy of the vehicle is improved. Therefore, from the viewpoint of improvement of the fuel economy, it is conceivable that the power generation section does not convert at least one of the engine output and the kinetic energy into electric power during the inertia period. Therefore, in this configuration, in order to avoid an excessive shortening of the inactivity period, the second control section selectively outputs the engine output and the engine output during the inertia period when the phenomenon of reduction of the storage amount, which may cause deterioration of the fuel consumption, And at least one of kinetic energy is converted into electric power. That is, when the phenomenon of reduction of the storage amount that may cause deterioration of the fuel consumption does not occur, the second control section controls the generator section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period You do not have to. As a result, even if the fuel consumption deterioration of the vehicle due to the excessive decrease in the electric storage capacity of the power storage portion is adequately suppressed, the excessive shortening of the inertia period that can be caused by the conversion into at least one of the engine output and kinetic energy during the inertia period .

The term " decrease in the amount of electric storage " referred to herein means a decrease in the electric storage amount (typically, an excessive decrease or a fall below a predetermined threshold value ), Which is a phenomenon that can occur. Such " reduction in the storage amount " may occur when, for example, the increase amount of the storage amount during the acceleration period in which the acceleration running is performed is smaller than the decrease amount of the storage amount during the inversion period. Therefore, the "reduction in the electric storage amount" may mean a decrease in the electric storage amount at the end of the inertia period subsequent to the acceleration period, based on, for example, the electric storage amount at the start of the acceleration period in which the acceleration travel is performed . In this case, when the storage amount at the end of the inertia period following the acceleration period is compared with the storage amount at the start of the acceleration period in which the acceleration travel is performed, it can be said that the storage amount is reduced. On the other hand, when the accumulation amount at the end of the inertia period subsequent to the acceleration period is not smaller than the accumulation amount at the start of the acceleration period in which the acceleration travel is performed, the accumulation amount is not decreased. In other words, " reduction in the storage amount " does not necessarily mean that the instantaneous value of the storage amount is temporarily or instantaneously decreased. In other words, " decrease in the storage amount " can be said to be a phenomenon that may occur even when the instantaneous value of the storage amount is temporarily or instantaneously increased. Therefore, " reduction in the storage capacity " may actually mean a gradual decrease in the average value of the storage capacity.

As described above, in the other configuration of the vehicle control apparatus for controlling the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period in the case where the electric storage amount is decreased while the vehicle repeatedly alternates between the acceleration running and the batting running And a third control section for controlling the power generation section to convert the engine power into the power during an acceleration period in which the vehicle makes the acceleration running, At least one of the engine output and the kinetic energy during the inertia period is set to be higher than the engine output during the alternating repetition of the acceleration running and the inrush running even though the output is converted into the electric power, And controls the power generation section so as to convert it into electric power.

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

On the other hand, depending on the power generation amount of the power generation section during the acceleration period and the consumption amount of the power stored in the power storage section, although the power generation section converts the engine output into the power during the acceleration period, There is a possibility that the electric storage amount is reduced. For example, when the power generation amount of the power generation section during the acceleration period is relatively small or when the power consumption amount of the power storage section is relatively large, the power generation section converts the engine output into the power during the acceleration period, There is a possibility that the electric storage amount is decreased while alternately repeating the acceleration running and the batting running.

Thus, when the power storage amount decreases while the vehicle alternately repeats the acceleration running and the batting running, even though the power generation unit converts the engine output into the power during the acceleration period, the second control unit sets the engine output during the acceleration period In addition to or instead of converting to electrical power, the power generation section is controlled so as to convert at least one of the engine output and the kinetic energy into electric power during the inertia period. As a result, the reduction of the storage capacity of the power storage unit during the period in which the vehicle alternately repeats the acceleration running and the batting run is appropriately suppressed. Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

In another form of the vehicle control apparatus for controlling the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period in the case where the electric storage amount is decreased while the vehicle repeatedly alternates the acceleration running and the batting running as described above , The second control section may increase the amount of electric power that is obtained by (i) reducing the amount of electric power and (ii) converting the engine output into the electric power by the generator during the acceleration period to such an extent that the amount of electric power is not reduced The control unit controls the power generation unit to convert at least one of the engine output and the kinetic energy into the power during the aging period. In this case, in order to convert the engine output to electric power in the power generation section during the acceleration period, the vehicle control apparatus may further include the third control section described above.

Generally, the power generation section can arbitrarily change the power generation amount. For example, when the engine output increases, the power generation amount of the power generation portion can be further increased. Therefore, in the case where the power storage amount decreases while the vehicle repeatedly alternates between the acceleration running and the batting run despite the fact that the power generation unit converts the engine output into the power during the acceleration period, the power generation unit increases the power generation amount during the acceleration period, It is possible to suppress the decrease in the amount of water. However, there is a possibility that the power generation section can not increase the power generation amount during the acceleration period to such an extent that the power storage amount is not reduced (that is, the reduction of the storage amount is suppressed) by some factor.

Therefore, according to this configuration, when the vehicle can not increase the power generation amount during the acceleration period to such an extent that the reduction of the storage amount during the alternate repetition of the acceleration running and the batting running can be suppressed, , And controls the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period. That is, in the case where the amount of power generation during the acceleration period can be increased to such an extent that the reduction of the storage amount during the alternating repetition of the acceleration running and the batting running can be suppressed, It is not necessary to control the generator section so as to convert at least one of the energies into electric power. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, while the excessive shortening of the inactivity period is suppressed.

As described above, when it is impossible to increase the amount of power obtained by converting the engine output of the power generating section into the power during the acceleration period to such an extent that the amount of power storage is not reduced, at least one of the engine output and the kinetic energy is converted into power The second control unit may increase the amount of electric power obtained by converting the engine output to the electric power by the generator during the acceleration period to such an extent that the electric storage amount is not reduced , And controls the power generation unit so as not to convert the engine output and the kinetic energy into the power during the inertia period.

According to this configuration, when the amount of power generation during the acceleration period can be increased to such an extent that the reduction of the storage amount during the alternate repetition of the acceleration running and the batting running can be suppressed by the vehicle, And controls the power generation section so as not to convert output and kinetic energy into electric power. In this case, it is preferable that the power generation section increase the power generation amount during the acceleration period to such an extent that the reduction of the power storage amount while the vehicle repeatedly alternates the acceleration running and the batting run. For example, when the vehicle control apparatus is provided with the above-described third control section, the third control section controls the third control section such that the vehicle is accelerated to such an extent that the reduction of the storage amount during the alternate repetition of the accelerating / It is preferable to control the power generation section so as to increase the amount of power generation during the period. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, while the excessive shortening of the inactivity period is suppressed.

As described above, in the other configuration of the vehicle control apparatus for controlling the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period in the case where the electric storage amount is decreased while the vehicle repeatedly alternates between the acceleration running and the batting running , The second control section determines that the amount of electric power obtained by converting the engine output into the electric power during the acceleration period such that (i) the electric storage amount is reduced and (ii) the electric storage amount is not reduced, The control unit controls the power generation unit to convert at least one of the engine output and the kinetic energy into the power during the inertia period. In this case, in order to convert the engine output to electric power in the power generation section during the acceleration period, the vehicle control apparatus may further include the third control section described above.

As described above, in the case where the power storage amount decreases while the vehicle repeatedly alternates the acceleration running and the batting running, even though the power generation unit converts the engine output to the power during the acceleration period, the power generation unit increases the power generation amount during the acceleration period It is considered that reduction of the storage amount can be suppressed. However, when the power generation amount during the acceleration period (in particular, the minimum power generation amount capable of suppressing the reduction of the power storage amount) exceeds the upper limit value (the Win limit value) of the amount of power that can be input to the power storage unit, It is not possible to increase the amount of power generation during the acceleration period to such an extent that the reduction of the storage capacity is suppressed.

Therefore, according to this configuration, when the vehicle can not increase the power generation amount during the acceleration period to such an extent that the reduction of the storage amount during the alternate repetition of the acceleration running and the batting running can be suppressed, , And controls the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, while the excessive shortening of the inactivity period is suppressed.

As described above, when the amount of power obtained by converting the engine output of the power generation unit into the power during the acceleration period exceeds the upper limit value of the amount of power that can be input to the power storage unit, In the case where the power amount obtained by converting the engine output to the power during the acceleration period does not exceed the upper limit value in the acceleration period so that the power storage amount is not reduced in the other control apparatus for controlling the vehicle , The power generation unit is controlled so as not to convert the engine output and the kinetic energy into the power during the inertia period.

According to this configuration, when the amount of power generation during the acceleration period can be increased to such an extent that the reduction of the storage amount during the alternate repetition of the acceleration running and the batting running can be suppressed by the vehicle, And controls the power generation section so as not to convert output and kinetic energy into electric power. In this case, it is preferable that the power generation section increase the power generation amount during the acceleration period to such an extent that the reduction of the power storage amount while the vehicle repeatedly alternates the acceleration running and the batting run. For example, when the vehicle control apparatus is provided with the above-described third control section, the third control section controls the third control section such that the vehicle is accelerated to such an extent that the reduction of the storage amount during the alternate repetition of the accelerating / It is preferable to control the power generation section so as to increase the amount of power generation during the period. As a result, the deterioration of the fuel consumption of the vehicle due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, while the excessive shortening of the inactivity period is suppressed.

In another form of the vehicle control apparatus for controlling the power generation section to convert at least one of the engine output and the kinetic energy into electric power during the inertia period in the case where the electric storage amount is decreased while the vehicle repeatedly alternates the acceleration running and the batting running as described above , The second control section may increase the amount of electric power that is obtained by (i) reducing the amount of electric power and (ii) converting the engine output to the electric power by the generator during the acceleration period to such an extent that the electric storage amount is not reduced The control unit controls the power generation unit so that at least one of the engine output and the kinetic energy is converted into the power during the impetus period when the power train efficiency of the vehicle including the internal combustion engine becomes worse by a predetermined amount or more, do. In this case, in order to convert the engine output to electric power in the power generation section during the acceleration period, the vehicle control apparatus may further include the third control section described above.

As described above, in the case where the power storage amount decreases while the vehicle repeatedly alternates the acceleration running and the batting running, even though the power generation unit converts the engine output to the power during the acceleration period, the power generation unit increases the power generation amount during the acceleration period It is considered that reduction of the storage amount can be suppressed. This increase in power generation is typically realized by an increase in engine power. On the other hand, an increase in the engine output leads to a change in the operating point of the internal combustion engine. The change of the operating point of the internal combustion engine leads to a change in powertrain efficiency (e.g., deterioration) of the vehicle including the internal combustion engine. A change in the efficiency of the powertrain (e.g., deterioration) leads to a fuel economy change (e.g., deterioration) of the vehicle. Therefore, if the amount of power generation during the acceleration period is increased in order to suppress the deterioration of the fuel efficiency due to the excessive decrease in the storage amount, there is a possibility that the efficiency of the powertrain deteriorates and the fuel efficiency may deteriorate further.

Thus, according to this configuration, when the power generation amount during the acceleration period is increased to such an extent that the reduction of the storage amount during the alternating repetition of the acceleration running and the batting running can be suppressed, And selectively controls at least one of the engine output and the kinetic energy to be converted into electric power during the inactivity period when the electric power is deteriorated by a predetermined amount or more. In this case, it is preferable that the power generation section does not increase the power generation amount during the acceleration period in order to suppress the efficiency deterioration of the power train during the acceleration period. For example, in a case where the vehicle control apparatus includes the third control section, the third control section controls the power generation section to increase the power generation amount during the acceleration period in order to suppress the deterioration of the powertrain efficiency during the acceleration period It is preferable not to control it. As a result, the deterioration of the fuel efficiency of the vehicle due to the deterioration of the fuel efficiency of the vehicle and the deterioration of the efficiency of the power train due to the excessive decrease of the electric storage capacity of the power storage portion is adequately suppressed, and the excessive shortening of the impetus period is suppressed.

In another configuration of the vehicle control apparatus for controlling the power generation section 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, And controls the generator so as not to convert the engine output and the kinetic energy into the electric power in the inertia period when the efficiency does not deteriorate by the predetermined amount or more.

According to this configuration, even if the second control section increases the power generation amount during the acceleration period to such an extent that the reduction of the storage amount during the alternate repetition of the acceleration running and the batting running can be suppressed, If it is not deteriorated, the power generation section is controlled so as not to convert the engine output and the kinetic energy into electric power during the inertia period. In this case, it is preferable that the power generation section increase the power generation amount during the acceleration period to such an extent that the reduction of the power storage amount while the vehicle repeatedly alternates the acceleration running and the batting run. For example, when the vehicle control apparatus is provided with the above-described third control section, the third control section controls the third control section such that the vehicle is accelerated to such an extent that the reduction of the storage amount during the alternate repetition of the accelerating / It is preferable to control the power generation section so as to increase the amount of power generation during the period. As a result, the deterioration of the fuel efficiency of the vehicle due to the deterioration of the fuel efficiency of the vehicle and the deterioration of the efficiency of the power train due to the excessive decrease of the electric storage capacity of the power storage portion is appropriately suppressed, and the excessive shortening of the impetus period is suppressed.

In another aspect of the vehicle control apparatus solving the above problem, the acceleration running is an acceleration running in which the vehicle is accelerated by setting the state of the internal combustion engine to an operating state, And the second control unit controls the power generation unit to convert the kinetic energy into the power in at least a part of the inertia period.

According to this configuration, reduction of the electric storage amount of the power storage portion while the vehicle is alternately repeating the accelerated running in which the state of the internal combustion engine is in the operating state and the inrushing state in which the state of the internal combustion engine is in the non-operating state is appropriately suppressed . Therefore, an excessive decrease in the storage capacity of the power storage unit is also appropriately suppressed. As a result, the fuel consumption deterioration of the vehicle due to the excessive decrease of the electric storage capacity of the power storage unit is appropriately suppressed.

Claims (6)

A power storage unit (MG1) for converting at least one of an engine output of the internal combustion engine and a kinetic energy of the vehicle into electric power; a power storage unit (500) for accumulating the power converted by the power generation unit; (10), characterized by comprising:
The engine output is used to alternately repeat the acceleration running in which the vehicle is accelerated and the tractive running in which the vehicle runs in a state of incompatibility without using the engine output so that the vehicle speed of the vehicle is accommodated within a predetermined speed range A first control unit 101 for controlling the vehicle; And
And a second control unit (102) for controlling the power generation unit so that at least one of the engine output and the kinetic energy is converted into the power during the inertia period in which the vehicle performs the inertia running,
Wherein the second control unit is configured to decrease the power storage amount of the power storage unit while (i) the vehicle repeatedly alternates between the acceleration running and the inrush running, and (ii) when the vehicle is in the acceleration period Wherein at least one of the engine output and the kinetic energy is converted into the electric power during the inertia period when it is impossible to increase the amount of electric power obtained by converting the engine output into the electric power to such an extent that the electric storage amount is not reduced, And controls the power generation unit. delete delete The method according to claim 1,
Wherein the second control unit sets the amount of electric power obtained by converting the engine output to the electric power by the generator during an acceleration period in which the vehicle is accelerated and (ii) the electric storage amount is reduced, and (ii) Wherein at least one of the engine output and the kinetic energy is converted into the electric power during the inertia period when the power train efficiency of the vehicle including the internal combustion engine is deteriorated by a predetermined amount or more The control unit controls the power generation unit. The method according to claim 1 or 4,
Wherein, in the acceleration running, the state of the internal combustion engine is set to an operating state,
In the inertial running, the state of the internal combustion engine is set to a non-operating state,
And the second control section controls the power generation section to convert the kinetic energy into the power in at least a part of the inertia period. (ENG), power generation means (MG1, MG2) for converting at least one of the engine output of the internal combustion engine and the kinetic energy of the vehicle into electric power, a power storage means (500) for accumulating the power converted by the power generation means ), Characterized in that the vehicle (10)
The engine output is used to alternately repeat the acceleration running in which the vehicle is accelerated and the tractive running in which the vehicle runs in a state of incompatibility without using the engine output so that the vehicle speed of the vehicle is accommodated within a predetermined speed range , Controlling said vehicle;
And controlling the electric power generation means 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 running,
(i) the electric storage amount of the accumulating means is reduced while the vehicle alternately repeats the acceleration running and the inrush running, and (ii) during the acceleration period in which the vehicle makes the acceleration running, To the electric power to convert the electric power into at least one of the engine output and the kinetic energy during the inertia period when it is impossible to increase the amount of electric power obtained by converting the electric power into the electric power so that the electric storage amount is not reduced, A method for controlling a vehicle.

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