JP2012218689A - Vehicle controller - Google Patents

Abstract

To provide a vehicle control device capable of suppressing a decrease in reacceleration performance and startability at the time of engine restart.
Vehicle behavior stabilization control is limited when the engine is restarted after the engine is stopped while the vehicle is traveling. The stop of the engine while the vehicle is traveling is preferably based on inertial traveling in which the vehicle travels by inertia while transmission of power between the engine and the drive wheels 8 of the vehicle is interrupted. The vehicle behavior stabilization control preferably includes at least one of driving force distribution control for controlling distribution of driving force to the driving wheels of the vehicle and traction control.
[Selection] Figure 1

Description

  The present invention relates to a vehicle control device.

  Conventionally, a technique for stopping an engine while a vehicle is running is known. For example, Patent Document 1 discloses a hybrid having an engine automatic stop / restart function that automatically stops the engine when a predetermined operating condition is satisfied and automatically restarts the engine when another predetermined operating condition is satisfied. A technology of an automatic engine stop / restart device for a vehicle is disclosed.

JP 2004-76625 A

  If the vehicle behavior stabilization control is performed when the engine is restarted from the state where the engine is stopped and reacceleration or start is performed, there is a possibility that the reacceleration performance or the startability may deteriorate. It is desired to be able to suppress a decrease in reacceleration and startability at the time of engine restart.

  The objective of this invention is providing the vehicle control apparatus which can suppress the fall of the reacceleration property at the time of engine restart, and startability.

  The vehicle control device of the present invention is characterized in that the vehicle behavior stabilization control is limited when the engine is restarted after the engine is stopped while the vehicle is running.

  In the vehicle control device, the stop of the engine while the vehicle is traveling may be based on inertial traveling that causes the vehicle to travel by inertia in a state where transmission of power between the engine and the drive wheels of the vehicle is interrupted. preferable.

  In the vehicle control apparatus, it is preferable that the vehicle behavior stabilization control includes at least one of driving force distribution control for controlling distribution of driving force to driving wheels of the vehicle and traction control.

  In the vehicle control device, the restriction on the vehicle behavior stabilization control is preferably prohibiting the vehicle behavior stabilization control.

  In the vehicle control apparatus, it is preferable that the restriction on the traction control is to increase a control start threshold value of the traction control.

  In the vehicle control device, it is preferable to release the restriction on the vehicle behavior stabilization control based on the vehicle behavior.

  The vehicle control device according to the present invention limits vehicle behavior stabilization control when the engine is restarted after the engine is stopped while the vehicle is running. Therefore, according to the vehicle control device of the present invention, there is an effect that it is possible to suppress a decrease in reacceleration performance and startability at the time of engine restart.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle according to the embodiment. FIG. 2 is a diagram illustrating a schematic configuration of a vehicle according to a second modification of the embodiment.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[Embodiment]
An embodiment will be described with reference to FIG. The present embodiment relates to a vehicle control device. FIG. 1 is a diagram illustrating a schematic configuration of a vehicle according to the embodiment.

  The vehicle control device (see reference numeral 1-1 in FIG. 1) of this embodiment separates the engine (see reference numeral 1 in FIG. 1) from the drive wheels, and stops the engine 1 to drive the vehicle by inertia. Control can be performed. When the vehicle is coasting by free-run control, for example, the engine 1 is stopped at a gear position neutral. As a result, a predetermined time is required until the engine 1 is restarted after returning from coasting and restarted or re-accelerated.

  Here, when the free run control is combined with the control 4WD, there is a possibility that the startability and the reacceleration performance may be deteriorated due to the transmission delay of the driving force. The vehicle control device 1-1 of the present embodiment prohibits the front / rear driving force distribution at the time of engine restart. The vehicle control device 1-1 improves the startability and reacceleration at the time of engine restart by transmitting the driving force to the two main drive wheels. However, when the driving wheel slips, the stability of the vehicle behavior is ensured by performing the driving force distribution by the control 4WD.

  Further, when free-run control is combined with traction control by a traction control (TRC) system, the startability and re-acceleration performance may be reduced by controlling the braking force and restricting the engine output. The vehicle control device 1-1 according to the present embodiment secures startability and reacceleration performance by temporarily switching the operation threshold value of traction control during engine restart to a deep value to make it difficult to operate the traction control. However, when the drive wheels slip, priority is given to the traction control, and the stability of the vehicle behavior is ensured.

  Therefore, according to the vehicle control device 1-1 of the present embodiment, the vehicle behavior stabilization control such as the driving force distribution control and the traction control is restricted when the engine is restarted, thereby suppressing a decrease in startability and reacceleration performance. can do. Further, by releasing the restriction on the vehicle behavior stabilization control based on the vehicle behavior, it is possible to achieve both improvement in startability and reacceleration performance and stabilization of the vehicle behavior.

  A vehicle 100 shown in FIG. 1 includes an engine 1, a manual transmission 2, a clutch 3, a front differential 4, a transfer 5, a driving force distribution device 6, and a brake actuator 7.

  The engine 1 is a power source for the vehicle 100. The engine 1 converts the combustion energy of the fuel into a rotational motion of the output shaft 1a and outputs it. The engine 1 is provided with a compressor 13, an alternator 14 and a starter 15 of an air conditioner. The compressor 13 and the alternator 14 are connected to the output shaft 1 a of the engine 1 through a belt 19. The alternator 14 is a generator that generates electric power using the power transmitted through the belt 19.

  The starter 15 is a starting device that starts the engine 1. The starter 15 is connected to the output shaft 1a of the engine 1 through a gear. The starter 15 is connected to the battery 16. The battery 16 is a chargeable / dischargeable power storage device. The battery 16 is further connected to an alternator 14, an auxiliary machine 17, and a regenerative alternator 18. The battery 16 can store electric power generated by the alternator 14 and the regenerative alternator 18. Further, the battery 16 can supply the stored power to the starter 15 and the auxiliary machine 17. The starter 15 converts electric power supplied from the battery 16 into mechanical power, and starts the engine 1 by rotating the engine 1 with this mechanical power.

  The manual transmission 2 is mechanically shifted in conjunction with a driver's shift operation. The manual transmission 2 shifts the power input to the input shaft 2a and outputs it to the output shaft 2b according to the gear ratio of the selected gear. The manual transmission 2 is connected to the engine 1 via the clutch 3. A regenerative alternator 18 is connected to the output shaft 2b via a gear. The regenerative alternator 18 is a generator that generates power using the power transmitted from the output shaft 2b.

  The clutch 3 is a clutch device that is engaged or released in conjunction with a driver's operation on the clutch pedal. The clutch 3 is, for example, a friction engagement type clutch device, and includes a friction engagement member connected to the output shaft 1 a of the engine 1 and a friction engagement member connected to the input shaft 2 a of the manual transmission 2. . The clutch 3 transmits power when the friction engagement member on the engine 1 side and the friction engagement member on the manual transmission 2 side are frictionally engaged. The clutch 3 has an actuator that switches between an engaged state and a released state. The actuator can disengage the friction engagement member engaged by the urging force against the urging force to open the clutch 3.

  The output shaft 2b of the manual transmission 2 is connected to the left front wheel 8FL and the right front wheel 8FR via the front differential 4 and the drive shaft 9. The front differential 4 distributes the driving force transmitted from the output shaft 2b to the left front wheel 8FL and the right front wheel 8FR.

  The rotating member of the front differential 4 is connected to the propeller shaft 10 via the transfer 5. The rotation of the output shaft 2 b of the manual transmission 2 is transmitted to the propeller shaft 10 via the front differential 4 and the transfer 5.

  The propeller shaft 10 is connected to the left rear wheel 8RL and the right rear wheel 8RR via the driving force distribution device 6 and the drive shaft 11. The driving force distribution device 6 adjusts transmission torque from the propeller shaft 10 to the drive shaft 11. The driving force distribution device 6 has a transmission torque adjusting mechanism such as an electronic control coupling, for example, and can arbitrarily adjust the torque transmitted from the propeller shaft 10 to the rear wheels 8RL and 8RR. The driving force distribution device 6 can open the electronic control coupling and block the transmission of torque from the propeller shaft 10 to the rear wheels 8RL and 8RR. In this case, the rear wheels 8RL and 8RR function as driven wheels. Further, the driving force distribution device 6 can directly connect the propeller shaft 10 side and the rear wheels 8RL and 8RR side with the electronic control coupling in a completely engaged state. Further, the driving force distribution device 6 has a differential mechanism, and can distribute the driving force transmitted via the transmission torque adjusting mechanism to the left and right rear wheels 8RL and 8RR.

  The brake actuator 7 has a function of controlling a braking force generated by a brake device disposed on each wheel 8 (8FL, 8FR, 8RL, 8RR). In the present embodiment, a hydraulic brake device is disposed on each wheel 8. The brake actuator 7 controls the braking force generated on each wheel 8 by controlling the hydraulic pressure supplied to the hydraulic brake device of each wheel 8.

  The ECU 30 is an electronic control unit having a computer. The ECU 30 is connected to the engine 1 and can control the engine 1. For example, the ECU 30 performs comprehensive control of the engine 1 including the fuel injection amount, the injection timing, the ignition timing, and the like for the engine 1. The ECU 30 is connected to the starter 15 and can start the engine 1 by controlling the starter 15.

  The ECU 30 is connected to the actuator of the clutch 3 and can control the engagement or release of the clutch 3. The ECU 30 is connected to the brake actuator 7 and can exchange signals with the brake actuator 7. Further, the ECU 30 is connected to the driving force distribution device 6 and can control the driving force distribution device 6.

  Various sensors 40 are connected to the ECU 30. The ECU 30 of this embodiment is connected to a vehicle speed sensor 41, an accelerator position sensor 42, a G sensor 43, a rudder angle sensor 44, and a yaw rate sensor 45. The vehicle speed sensor 41 detects the vehicle speed of the vehicle 100. The accelerator position sensor 42 detects the amount of operation with respect to the accelerator pedal, here the accelerator opening. The G sensor 43 detects the acceleration of the vehicle 100. The G sensor 43 can detect the longitudinal acceleration generated in the vehicle 100. The G sensor 43 may further be capable of detecting the acceleration in the width direction generated in the vehicle 100, that is, the lateral acceleration.

  The steering angle sensor 44 detects the steering angle of the steering. The yaw rate sensor 45 detects the yaw rate of the vehicle 100. A signal indicating the detection result of each sensor 41, 42, 43, 44, 45 is output to the ECU 30. The sensor values of these sensors 41, 42, 43, 44, and 45 may be obtained by communication with values used by a system such as control 4WD, TRC, or VSC (Vehicle Stability Control).

  The vehicle 100 of the present embodiment can execute vehicle behavior stabilization control that stabilizes the vehicle behavior. The vehicle behavior stabilization control includes, for example, at least one of driving force distribution control for controlling distribution of driving force to the driving wheels, which will be described below, and traction control.

  The vehicle 100 of the present embodiment has a control 4WD system that continuously varies the torque distribution of the front and rear wheels from the front wheel drive state to the direct connection 4WD by the driving force distribution device 6 and performs optimal driving force distribution under various driving conditions. It is equipped with. In vehicle 100, front wheels 8FL and 8FR are main drive wheels, and rear wheels 8RL and 8RR are auxiliary drive wheels. In 2WD traveling, all driving force is transmitted to the front wheels 8FL and 8FR. In 4WD traveling, the driving force is appropriately distributed by the driving force distribution device 6 to the rear wheels 8RL and 8RR. The ECU 30 performs driving force distribution control for controlling the distribution of driving force to each driving wheel during traveling.

  For example, the ECU 30 executes 4WD control that optimizes the torque distribution of the front and rear wheels according to the traveling conditions. For example, the ECU 30 determines a target value for torque distribution between the front and rear wheels based on the difference between the acceleration based on the vehicle state and the actual acceleration or the difference between the yaw rate based on the vehicle state and the actual yaw rate. The acceleration based on the vehicle state is calculated based on, for example, the vehicle speed, the driving force of the engine 1 and the braking force by the brake. The actual acceleration can be acquired as a detection result of the G sensor 43. The yaw rate based on the vehicle state is calculated based on, for example, the vehicle speed and the steering angle. The actual yaw rate can be acquired as a detection result of the yaw rate sensor 45. The ECU 30 controls the driving force distribution device 6 so as to realize the determined target value for torque distribution of the front and rear wheels.

  The vehicle 100 is equipped with a traction control (TRC) system. The TRC can suppress the slip of the drive wheels, ensure the driving force according to the road surface condition, and ensure the start acceleration performance / straightness performance and turning stability of the vehicle 100. Traction control by the TRC system is performed by the brake actuator 7 and the ECU 30. The brake actuator 7 determines the target values of the brake hydraulic pressure of each wheel and the engine output based on the difference between the acceleration based on the vehicle state and the actual acceleration and the difference between the yaw rate based on the vehicle state and the actual yaw rate. The brake actuator 7 adjusts the hydraulic pressure supplied to the brake device of each wheel so as to realize the determined target value of the brake hydraulic pressure of each wheel. Further, the ECU 30 reduces the output of the engine 1 based on the determined target value of the engine output.

  Further, the ECU 30 can execute free-run control. The free-run control executes inertial traveling in which the vehicle 100 travels by inertia in a state where transmission of power between the engine 1 and all the drive wheels (wheels) 8 is interrupted. The ECU 30 stops the engine 1 during coasting.

  Inertia traveling is performed based on, for example, a driver's operation. The conditions for permitting inertial traveling include, for example, at least one of a driver's operation input instructing inertial traveling or a driver's operation input indicating acceleration intention not detected. In the present embodiment, the vehicle shifts to coasting based on the accelerator OFF during traveling or a driver operation (for example, switch operation or the like) instructing coasting. In addition, the determination of stop / start of the engine 1 due to inertial traveling may be made based on the operation of the EPS (electric power steering) and the vehicle speed. For example, the engine stop may be prohibited when the EPS generates an assist torque for a steering operation or when an assist torque having a certain magnitude or more is generated.

  When executing inertial running, the ECU 30 opens the clutch 3 with the actuator of the clutch 3 and stops the engine 1. As a result, the vehicle 100 travels by inertia in a state where the engine 1 and each wheel 8 are disconnected and the engine 1 is stopped. In inertial running, the engine braking force does not act, so the speed is less reduced than when running with the engine 1 in a driven state, and the running distance can be extended. Moreover, the consumption of fuel is suppressed by stopping the engine 1. Therefore, the fuel consumption of the vehicle 100 can be improved by coasting.

  The ECU 30 returns the vehicle 100 from the inertia traveling when a predetermined return condition is satisfied during the inertia traveling. The return condition from the inertia traveling is, for example, a driver operation for instructing the accelerator ON or the end of the inertia traveling. When the return condition is satisfied, the ECU 30 restarts the engine 1 and engages the clutch 3 with the actuator of the clutch 3. At this time, a predetermined time is required until reacceleration or start is started after the accelerator is turned on.

  Here, when the vehicle behavior stabilization control is performed when the engine 1 is restarted when returning from inertial running, the startability and reacceleration performance may be reduced. For example, when the accelerator is turned on during inertial traveling and the vehicle recovers from inertial traveling, in addition to restarting the engine 1 and engaging the clutch 3, further driving force distribution control and traction control for front and rear wheels are performed. There is a risk that the re-acceleration performance is lowered. For example, in the control 4WD, a transmission delay of the driving force occurs due to the torque distribution of the front and rear wheels, and the reacceleration performance may be reduced. In the traction control, the brake oil pressure of the drive wheel is controlled to reduce the engine output. For this reason, a decrease in reacceleration performance may be caused by a decrease in the driving force transmitted to the drive wheels. In addition, when the vehicle 100 stops after inertial running and then restarts, in addition to restarting the engine 1 and engaging the clutch 3, further driving force distribution control and traction control for front and rear wheels are performed. The response of the vehicle 100 to the start operation is delayed, and the startability may be reduced.

  The vehicle control device 1-1 of the present embodiment limits vehicle behavior stabilization control when the engine 1 is restarted after the engine 1 is stopped during traveling. Here, the stop of the engine 1 during traveling of the vehicle 100 includes what is made at the time of transition to inertial traveling, that is, what is made based on inertial traveling. By limiting the vehicle behavior stabilization control when the engine 1 is restarted, it is possible to suppress a decrease in reacceleration and startability when the engine is restarted, and to improve drivability.

  Limiting the vehicle behavior stabilization control when the engine 1 is restarted after returning from an engine stop state such as inertia running includes prohibiting the driving force distribution control and traction control of the control 4WD. By prohibiting the torque distribution of the front and rear wheels in the control 4WD, it is possible to suppress the transmission delay of the driving force and suppress the deterioration of the reacceleration performance and the startability. Further, by prohibiting the traction control, it is possible to suppress a decrease in the driving force transmitted to the driving wheels and to suppress a decrease in reacceleration performance and startability.

  Further, limiting the vehicle behavior stabilization control when the engine 1 is restarted from the engine stop state such as inertia running includes reducing the degree of intervention by the control 4WD or the traction control. For example, you may make it reduce the degree of intervention by traction control, such as suppressing the braking force generated by traction control, or suppressing the throttle | throttle with respect to an engine output. By suppressing the degree of intervention by vehicle behavior stabilization control, it is possible to suppress a decrease in reacceleration performance and startability.

  Further, limiting the vehicle behavior stabilization control when the engine 1 is restarted from an engine stop state such as coasting includes increasing the control start threshold value of the vehicle behavior stabilization control. For example, when the vehicle behavior stabilization control is executed when the difference between the acceleration based on the vehicle state and the actual acceleration is equal to or greater than the control start threshold, the reduction in reacceleration and startability is suppressed by increasing the control start threshold. can do. Similarly, when the vehicle behavior stabilization control is executed when the difference between the yaw rate based on the vehicle state and the actual yaw rate is equal to or greater than the control start threshold, the reacceleration performance and the startability are reduced by increasing the control start threshold. Can be suppressed.

  Further, limiting the vehicle behavior stabilization control when the engine 1 is restarted from an engine stop state such as inertia running includes delaying the control start timing of the vehicle behavior stabilization control. For example, intervention such as front / rear wheel torque distribution, braking force control, and reduction of engine output by vehicle behavior stabilization control may be delayed until a predetermined time has elapsed since the completion of restart of the engine 1. By delaying the control start timing of the vehicle behavior stabilization control, it is possible to suppress a decrease in reacceleration performance and startability.

  Limiting the vehicle behavior stabilization control when the engine 1 is restarted from an engine stop state such as inertia running includes shifting the control start timings of the plurality of vehicle behavior stabilization controls. For example, by delaying the start timing of the vehicle behavior stabilization control with low priority of intervention by control, it is possible to suppress the simultaneous reduction of reacceleration and startability due to the plurality of vehicle behavior stabilization controls. .

  Further, the vehicle control device 1-1 according to the present embodiment releases the restriction on the vehicle behavior stabilization control when the vehicle behavior becomes unstable beyond a certain level based on the vehicle behavior, and improves the reacceleration performance and the startability. Priority is given to control 4WD or TRC control. As a result, it is possible to achieve both the stabilization of the vehicle behavior at the time of engine restart and the reacceleration and startability.

  For example, when the deviation between the vehicle behavior estimated from the vehicle information and the actual vehicle behavior acquired based on the detection result of the sensor or the like is equal to or greater than the restriction release threshold, the restriction on the control 4WD or the traction control is released. Can be. Note that the restriction release threshold value can be a value different from the control start threshold value of the vehicle behavior stabilization control. As an example, the restriction release threshold for the vehicle behavior stabilization control is larger than the control start threshold of the vehicle behavior stabilization control except when the engine 1 is restarted, that is, the estimated vehicle behavior and the detected actual vehicle behavior. It can be a value on the side where the deviation from is large.

  The determination as to whether to release the restriction on the vehicle behavior stabilization control may be performed in an operation region where the vehicle behavior is likely to be unstable, for example, when an excessive driving force is required. By removing the restriction on the vehicle behavior stabilization control and giving priority to the control 4WD and the traction control over the acceleration request, it is possible to ensure the minimum necessary vehicle stability. As a result, it is possible to improve both startability and reacceleration when restarting the engine 1 from the engine stopped state and to ensure vehicle stability.

  The vehicle behavior stabilization control that is controlled when the engine 1 is restarted may include not only the driving force distribution control and the traction control for controlling the distribution of the driving force to the driving wheels, but also a VSC control.

  In the present embodiment, the driving force distribution of the front and rear wheels is performed as the driving force distribution control, but the present invention is not limited to this. The driving force distribution control may be to perform the driving force distribution of the left and right wheels instead of or in addition to the driving force distribution of the front and rear wheels. For example, as the driving force distribution control, when the driving force distribution of the left and right wheels can be performed in addition to the driving force distribution of the front and rear wheels, when the engine 1 is restarted, The driving force distribution control may be limited by prohibiting one of the driving force distributions, delaying one driving force distribution from the other driving force distribution, or the like.

  The clutch 3 of the present embodiment can be switched between the engaged state and the released state by an actuator, but is not limited to this. The clutch 3 may not be operated on the vehicle side. In this case, when the transmission of power between the engine 1 and the drive wheels is interrupted by the operation of the driver, the engine 1 may be stopped and the vehicle may shift to inertial running. For example, when the shift position is set to N (neutral) during traveling, the engine 1 can be stopped and inertial traveling can be started.

  The engine 1 is restarted when the clutch pedal is depressed during inertial traveling or when a shift operation to the traveling shift position is performed. If the vehicle behavior stabilization control is restricted when the engine is restarted, it is possible to suppress a decrease in reacceleration performance and startability.

[First Modification of Embodiment]
A first modification of the embodiment will be described. The vehicle control of the above embodiment can be applied to a vehicle provided with an automatic transmission such as AT (or CVT, DCT (Dual Clutch Transmission)) instead of the manual transmission 2. Such a vehicle is not provided with a clutch pedal, and has two pedals, a brake pedal and an accelerator pedal. When the shift position is set to N (neutral) and the accelerator is turned off during traveling, the vehicle control device 1-1 stops the engine 1 and shifts to inertial traveling. The driver selects and executes a free run according to his / her own judgment and intention based on the surrounding situation. Thereby, a useless engine drive area can be reduced as much as possible, and a significant improvement in fuel consumption can be aimed at in a practical area.

  By limiting the vehicle behavior stabilization control when the engine 1 is restarted from an engine stop state such as coasting in a vehicle equipped with an automatic transmission, it is possible to improve reacceleration and startability. .

[Second Modification of Embodiment]
The restriction on the vehicle behavior stabilization control may be executed not only when the engine is restarted when returning from inertial running. For example, the vehicle behavior stabilization control may be limited when the engine is restarted due to the shift of the travel mode in an HV (hybrid) vehicle. FIG. 2 is a diagram illustrating a schematic configuration of a vehicle according to the present modification.

  A hybrid vehicle 200 shown in FIG. 2 includes a motor generator 20 instead of the regenerative alternator 18 of the above embodiment (FIG. 1). Motor generator 20 is connected to battery 16, alternator 14, starter 15, etc. via inverter 21, lithium battery 22 and converter 23. The converter 23 is a DC-DC converter, and can step down the voltage of the lithium battery 22 and output it to the battery 16 side.

  The motor generator 20 is connected to the output shaft 2b of the manual transmission 2 via a gear. Motor generator 20 converts electric power supplied from lithium battery 22 into mechanical power and outputs it to output shaft 2b, and converts mechanical power input from output shaft 2b into electric power. The lithium battery 22 can be charged.

  The hybrid vehicle 200 is capable of EV traveling and HV traveling. The EV travel is a travel mode in which the vehicle travels with the power of the motor generator 20 without depending on the power of the engine 1. In the EV traveling, the ECU 30 of the vehicle control device 1-2 stops the engine 1 in a state where the transmission of power between the engine 1 and the drive wheels is interrupted, and causes the hybrid vehicle 200 to travel with the power of the motor generator 20.

  The HV traveling is a traveling mode in which the hybrid vehicle 200 is driven by at least the power of the engine 1. In HV traveling, the ECU 30 drives the hybrid vehicle 200 with the power of the engine 1 with the clutch 3 engaged and the engine 1 connected to the drive wheels. The ECU 30 can cause the motor generator 20 to generate assist torque and cause the motor generator 20 to perform regenerative power generation during HV traveling.

  The EV traveling is performed according to a shift operation by the driver, for example. As an example, EV travel is permitted when a shift position for EV travel (hereinafter simply referred to as “EV position”) is selected by a shift operation. In conjunction with the shift position being set to the EV position, the manual transmission 2 is switched to the N (neutral) state. If the shift position is the EV position, ECU 30 executes EV traveling and controls the output torque of motor generator 20 based on the required torque. Further, when the shift position is switched from the EV position to another position, for example, a shift stage for transmitting power at a predetermined shift speed in the manual transmission 2, the ECU 30 ends the EV travel and restarts the engine 1. And then shift to HV traveling.

  The ECU 30 limits the vehicle behavior stabilization control when the EV traveling is finished and the engine 1 is restarted. Thereby, the fall of the re-acceleration property at the time of restart of the engine 1 and the start property accompanying the shift from EV traveling to HV traveling is suppressed.

  The hybrid vehicle 200 is not limited to the manual transmission hybrid vehicle shown in FIG. 2, but may be a CVT hybrid vehicle or the like. That is, the vehicle control of the above-described embodiment can be applied to a hybrid vehicle having a mechanism capable of separating the tire shaft and the engine shaft during traveling and stopping the engine.

[Third Modification of Embodiment]
A third modification of the embodiment will be described. In a vehicle equipped with a so-called eco-run system in which the engine 1 is stopped before and after the vehicle is stopped to suppress fuel consumption, the vehicle behavior stabilization control may be limited when the engine is restarted after the engine is stopped by the eco-run. By limiting the vehicle behavior stabilization control, it is possible to ensure the startability and reacceleration required when the engine is restarted.

  The contents disclosed in the above embodiments and modifications can be executed in appropriate combination.

1-1, 1-2 Vehicle control device 1 Engine 3 Clutch 6 Driving force distribution device 7 Brake actuator 8 Wheel (drive wheel)
30 ECU
100 vehicles

Claims (6)

A vehicle control device that restricts vehicle behavior stabilization control when the engine is restarted after the engine is stopped while the vehicle is running. 2. The vehicle control according to claim 1, wherein the stop of the engine while the vehicle is traveling is based on inertial traveling in which the vehicle travels by inertia in a state where transmission of power between the engine and driving wheels of the vehicle is interrupted. apparatus. The vehicle control device according to claim 1, wherein the vehicle behavior stabilization control includes at least one of driving force distribution control that controls distribution of driving force to driving wheels of the vehicle and traction control. The vehicle control device according to any one of claims 1 to 3, wherein the restriction on the vehicle behavior stabilization control is prohibition of the vehicle behavior stabilization control. The vehicle control device according to claim 3, wherein the restriction on the traction control is to increase a control start threshold value of the traction control. The vehicle control device according to any one of claims 1 to 5, wherein a restriction on the vehicle behavior stabilization control is released based on a vehicle behavior.

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