JP2018193019A - Vehicle control device - Google Patents

Abstract

A vehicle control device mounted on a hybrid vehicle is provided that can reduce fuel consumption in vehicle speed maintenance control. A control device includes a battery charging rate, route information including a current position and a planned travel route, a regenerative section where regenerative braking is performed by a motor generator in the planned travel route, and regenerative energy in the regenerative section. And the power running energy until the regeneration section is reached. Then, the control device calculates an estimated charging rate SOCe at the end point of the regeneration section based on the charging rate, the regenerative energy, and the power running energy. When the estimated charging rate SOCe is equal to or higher than the target charging rate SOCt (step S106: YES), the motor at the target speed is controlled in the first motor traveling mode (step S107) in which the clutch is connected and the engine is stopped. Run. [Selection] Figure 3

Description

  The present invention relates to a vehicle control device that controls a hybrid vehicle including an engine and a motor generator as a power source.

  Conventionally, a hybrid vehicle having an engine and a motor generator as a power source is known, for example, as in Patent Document 1. In such a hybrid vehicle, a battery and a motor generator are electrically connected via an inverter. By driving the motor generator as a generator when the accelerator is off, the regenerative torque of the motor generator can be obtained as the braking torque while charging the battery.

JP 2013-220663 A

  In hybrid vehicles, vehicle speed maintenance control in which the vehicle speed is maintained at a target speed, so-called cruise control, has been put into practical use. Although vehicle speed maintenance control can reduce fuel consumption, further reduction of fuel consumption is required for vehicle speed maintenance control in a hybrid vehicle.

  An object of the present invention is to provide a vehicle control device that is mounted on a hybrid vehicle and that can reduce fuel consumption in vehicle speed maintenance control.

  A vehicle control device that solves the above-described problem is a vehicle control device that is mounted on a hybrid vehicle in which an engine rotation shaft and a motor generator rotation shaft are connected via a clutch, and causes the hybrid vehicle to travel at a target speed. A charging rate acquisition unit that acquires a charging rate of the battery, a route information acquisition unit that acquires route information including a current position and a planned traveling route, and regenerative braking that is performed by the motor generator on the planned traveling route. A regenerative section obtaining unit for obtaining a section, a regenerative energy calculating section for calculating regenerative energy in the regenerative section, a powering energy calculating section for calculating powering energy until reaching the regenerative section, the charging rate, Based on the regenerative energy and the power running energy, the estimation at the end point of the regenerative section An estimated charging rate calculation unit that calculates a charging rate, and a control unit that controls the engine, the motor generator, and the clutch, and the clutch is connected when the estimated charging rate is equal to or higher than a target charging rate. And the controller that performs motor running at the target speed in a state in which the engine is controlled to be in a resting state.

  According to the above configuration, when the estimated charging rate is equal to or higher than the target charging rate, the motor travel is performed in a state in which the clutch is in the connected state and the engine is in the inactive state until reaching the regeneration zone. At this time, since the rotation shaft of the engine is rotated by the motor generator, the auxiliary machines driven by the engine can be driven without supplying fuel to the engine. As a result, fuel consumption can be reduced.

In the vehicle control device, the control unit performs motor traveling at the target speed in a state where the clutch is disengaged and the engine is controlled to be in an idle state when the estimated charging rate is smaller than the target charging rate. Is preferred.
According to the above configuration, motor travel can be performed while suppressing a decrease in the charging rate of the battery in the section until the regeneration section is reached.

  The vehicle control device includes a weight calculation unit that calculates the weight of the hybrid vehicle, and the regeneration section acquisition unit acquires a gradient value and a section length for each unit section constituting the regeneration section, and the regenerative energy The calculation unit preferably calculates the regenerative energy based on the target speed, the weight, the gradient value, and the section length.

  According to the said structure, the precision of the increase amount of a charge rate and by extension, the precision of an estimated charge rate are improved. As a result, it is possible to increase the frequency at which the motor running is performed in which the clutch is engaged and the engine is stopped.

The vehicle control device includes a braking torque determination unit that determines whether or not a braking torque required in the regeneration section is larger than a maximum regeneration torque of the motor generator, and the control unit is configured such that the braking torque is the maximum regeneration torque. When the torque is larger than the torque, it is preferable to perform regeneration in the regeneration section in a state where the clutch is in a connected state and the engine is controlled in a resting state.
According to the above configuration, regeneration in the regeneration section is performed without supplying fuel to the engine. As a result, the fuel consumption can be further reduced.

  The vehicle control device includes a motor travel determination unit that determines whether the motor travel is permitted, and the control unit is configured to be able to select hybrid travel when the motor travel is not permitted. Preferably, the motor torque of the motor generator is increased when the regenerative energy is larger than the power running energy.

  According to the above configuration, the output of the engine can be suppressed by increasing the motor torque of the motor generator. Thereby, fuel consumption until it reaches | attains a regeneration area can be reduced.

The schematic block diagram of the hybrid vehicle carrying one Embodiment of a vehicle control apparatus. (A) The figure which shows an example of a plan driving | running route typically, (b) The figure which shows an example of route information typically. The flowchart which shows an example of an operation mode selection process. The flowchart which shows an example of regenerative energy calculation processing. The figure which shows an example of a regenerative torque map typically. (A) The figure which shows an example of the driving | running state in a comparative example, (b) The figure which shows an example of the driving | running state in an Example, (c) An example of the comparison result of discharge amount, regeneration amount, and fuel consumption. FIG. (A) The figure which shows the other example of the driving | running condition in a comparative example, (b) The figure which shows the other example of the driving | running condition in an Example, (c) The other example of the comparison result of regeneration amount and fuel consumption is shown. Figure.

With reference to FIGS. 1-7, one Embodiment of a vehicle control apparatus is described.
As shown in FIG. 1, a vehicle 10 that is a hybrid vehicle includes an engine 11 and a motor generator (hereinafter referred to as M / G) 12 as power sources. The rotating shaft 13 of the engine 11 and the rotating shaft 14 of the M / G 12 are connected by a clutch 15 so that they can be connected and disconnected. The rotating shaft 14 of the M / G 12 is connected to driving wheels 18 via a transmission 16 and a driving shaft 17. In addition, the vehicle 10 includes a brake device 19 that applies a braking force to the vehicle 10.

  The engine 11 is, for example, a diesel engine having a plurality of cylinders, and generates torque that rotates the rotating shaft 13 when fuel burns in each cylinder. The torque generated by the engine 11 is transmitted to the drive wheels 18 via the rotation shaft 14, the transmission 16, and the drive shaft 17 of the M / G 12 when the clutch 15 is in the connected state.

  The M / G 12 is electrically connected to the battery 20 via the inverter 21. The battery 20 is a chargeable / dischargeable secondary battery, and includes a plurality of cells electrically connected to each other. The M / G 12 functions as a motor that rotates the rotating shaft 14 when the electric power stored in the battery 20 is supplied via the inverter 21. Motor torque Tm generated when the M / G 12 functions as a motor is transmitted to the drive wheels 18 via the transmission 16 and the drive shaft 17. In addition, the M / G 12 functions as a generator that stores, for example, electric power generated using the rotation of the rotating shaft 14 when the accelerator is off, in the battery 20 via the inverter 21. The braking torque generated when the M / G 12 functions as a generator is referred to as regenerative torque Tr. The regenerative torque Tr can be controlled within a range equal to or less than the maximum regenerative torque Trmax set for each motor rotation speed Nm.

  The transmission 16 changes the torque of the rotating shaft 14 of the M / G 12 and transmits the changed torque to the drive wheels 18 via the drive shaft 17. The transmission 16 is configured to be able to set a plurality of speed ratios Rt.

  The brake device 19 includes, for example, an air brake that generates a braking force by operating a brake cylinder with compressed air. In the air brake, as the amount of operation of the foot brake operated by the driver increases, a higher braking torque Tb is obtained, and the braking torque is automatically controlled by a brake ECU 36 described later according to conditions.

  The brake device 19 includes an auxiliary brake that can reduce the operating force of the foot brake by the driver in order to obtain a predetermined braking force. Examples of the auxiliary brake include a compression release brake and an exhaust brake that can obtain a predetermined braking torque Tb according to an operating state. The operation state of these auxiliary brakes is automatically controlled by a brake ECU 36, which will be described later, according to conditions.

  When the M / G 12 functions as a motor, the inverter 21 converts the DC voltage from the battery 20 into an AC voltage and supplies power to the M / G 12. Further, when the M / G 12 functions as a generator, the inverter 21 converts the AC voltage from the M / G 12 into a DC voltage and supplies the DC voltage to the battery 20 to charge the battery 20.

The engine 11, the clutch 15, the brake device 19, the inverter 21, the transmission 16, and the like described above are controlled by the control device 30 that performs overall control of the vehicle 10.
The control device 30 includes a hybrid ECU 31, an engine ECU 32, an inverter ECU 33, a battery ECU 34, a transmission ECU 35, a brake ECU 36, an information ECU 37, and the like. The ECUs 31 to 37 are connected to each other via, for example, a CAN (Control Area Network). Has been.

  Each of the ECUs (Electronic Control Units) 31 to 37 is configured around a microcontroller in which a processor, a memory, an input interface, an output interface, and the like are connected to each other via a bus. Each of the ECUs 31 to 37 acquires state information that is information related to the state of the vehicle 10 via the input interface, and performs various processes based on the acquired state information, a control program stored in the memory, and various data. Execute.

  The hybrid ECU 31 acquires various information output by the ECUs 32 to 37 via the input interface. For example, the hybrid ECU 31 is based on a signal from the engine ECU 32, the accelerator opening ACC that is the opening of the accelerator pedal 51, the engine rotation speed Ne that is the rotation speed of the rotating shaft 13 of the engine 11, and the fuel injection amount Gf in the engine 11. Get etc. The hybrid ECU 31 acquires the motor rotation speed Nm that is the rotation speed of the rotating shaft 14 of the M / G 12 based on the signal from the inverter ECU 33, and acquires the battery voltage and the charging rate SOC of the battery 20 based on the signal from the battery ECU 34. . Based on the signal from the transmission ECU 35, the hybrid ECU 31 acquires the connection / disconnection state of the clutch 15, the gear ratio Rt in the transmission 16, and the like. The hybrid ECU 31 acquires the braking torque Tb by the brake device 19 based on the signal from the brake ECU 36. Based on a signal from the information ECU 37, the hybrid ECU 31 acquires the vehicle speed v and acquires route information and the like as a route information acquisition unit.

  Hybrid ECU31 produces | generates various control signals as a control part based on the acquired information, and outputs the produced | generated control signal to each ECU32-37 via an output interface. The hybrid ECU 31 calculates an engine instruction torque Teref, which is an instruction torque to the engine 11, and outputs a control signal indicating the calculated engine instruction torque Teref to the engine ECU 32. The hybrid ECU 31 calculates a motor instruction torque Tmref, which is an instruction torque for the M / G 12, and outputs a control signal indicating the calculated motor instruction torque Tmref to the inverter ECU 33. Hybrid ECU 31 also outputs a control signal for stopping regeneration by M / G 12 to inverter ECU 33 when charging rate SOC of battery 20 reaches maximum charging rate SOCmax. The hybrid ECU 31 outputs to the transmission ECU 35 a control signal for instructing connection / disconnection of the clutch 15 and a control signal for instructing the speed ratio Rt in the transmission 16. The hybrid ECU 31 outputs a control signal for instructing the braking torque Tb by the brake device 19 to the brake ECU 36.

  The engine ECU 32 acquires the engine rotational speed Ne, and controls the fuel injection amount Gf, the injection timing, and the like so that the torque corresponding to the engine instruction torque Teref input from the hybrid ECU 31 acts on the rotary shaft 13.

  The inverter ECU 33 acquires the motor rotation speed Nm and controls the inverter 21 so that the torque corresponding to the motor instruction torque Tmref input from the hybrid ECU 31 acts on the rotation shaft 14.

The battery ECU 34 monitors the charge / discharge current of the battery 20 and calculates the charge rate SOC of the battery 20 based on the integrated value of the charge / discharge current.
The transmission ECU 35 controls the connection / disconnection of the clutch 15 in response to the connection / disconnection request of the clutch 15 from the hybrid ECU 31. Further, the transmission ECU 35 controls the speed ratio Rt of the transmission 16 based on a control signal indicating the speed ratio Rt from the hybrid ECU 31.

The brake ECU 36 operates the brake device 19 according to the braking torque Tb requested by the hybrid ECU 31 to the brake device 19.
For example, the information ECU 37 acquires information such as the vehicle speed v of the vehicle 10 based on a signal from a vehicle speed sensor that is a component of the information acquisition unit 53, and outputs the acquired information to the hybrid ECU 31.

  Further, the information ECU 37 serves as a route information acquisition unit, and is configured with current position information indicating the current position of the vehicle 10 and section information that is information indicating a planned traveling route that is a route on which the vehicle 10 is to travel. Get information.

  The information acquisition unit 53 includes a route information generation unit 54 such as a locator device or a car navigation device as a device related to the above-described route information. In addition to the gradient value, road width, radius of curvature, etc., these locator devices and car navigation devices have, as unit sections, sections such as highways that have the same road classification, position information of start and end points, sections It has map information associated with length and the like.

  The locator device acquires current position information indicating the current position of the vehicle 10 through a global positioning system (GPS). The locator device sets a planned travel route based on the current position information and map information, and generates section information composed of information on each section of the set planned travel route.

  The car navigation device acquires current position information indicating the current position of the vehicle 10 through the GPS. The car navigation device sets a route to a destination set by the driver as a planned travel route, and generates section information of the set planned travel route.

  As shown in FIGS. 2 (a) and 2 (b), the route information includes current position information indicating the current position and section information of the planned travel route. The current position information includes, for example, latitude and longitude that indicate the current position. In the section information, the slope value θ and the section length L are associated with each unit section having the kth section from the point Pk−1 to the point Pk, where k is an integer of 1 or more and a predetermined value or less. Information. Note that the point P0 is the current position, and the gradient value θ is indicated by a tangent value of the gradient angle θa2 with respect to the horizontal direction in the second section, for example. The information ECU 37 obtains such route information from the route information generation unit 54 and outputs the obtained route information to the hybrid ECU 31.

  In the control device 30 having such a configuration, the hybrid ECU 31 executes vehicle speed maintenance control for automatically maintaining the vehicle speed v at the target speed vt set by the driver, so-called cruise control. In the vehicle speed maintenance control, for example, the hybrid ECU 31 calculates a required torque T for maintaining the vehicle speed v at the target speed vt, and based on the required torque T and an operation mode described later, the engine 11, M / G 12, clutch 15 And the brake device 19 and the like are controlled. Further, the hybrid ECU 31 calculates a speed ratio Rt suitable for the required torque T, and controls the transmission 16 to the calculated speed ratio Rt.

  In the vehicle speed maintenance control, the hybrid ECU 31 associates a power running section in which a value indicating a flat ground or an uphill is associated as the gradient value θ with a value indicating a downhill as the gradient value θ based on the route information. The braking section is extracted. In FIG. 2A, the first section and the k-th section are extracted as power running sections, and the second section and the third section are extracted as braking sections.

  The hybrid ECU 31 repeatedly executes an operation mode selection process for selecting an operation mode of the vehicle 10 during traveling in the power running section. In the operation mode selection process, the hybrid ECU 31 selects an operation mode for the power running section and an operation mode for the regeneration section described later.

  As shown in FIG. 3, in the operation mode selection process, the hybrid ECU 31 extracts a regeneration section based on the route information as a regeneration section acquisition unit (step S <b> 101). The regenerative section is a section including the most recent braking section with respect to the currently running power running section. If there is a braking section that is continuous with the most recent braking section, the regeneration section includes all the continuous braking sections. For example, in FIG. 2A, a regeneration section is configured by the second section and the third section. In step S101, the hybrid ECU 31 acquires the gradient value θ and the section length L of each braking section constituting the regeneration section, and acquires the charging rate SOC of the battery 20 as a charging rate acquisition unit.

Next, the hybrid ECU 31 executes a regenerative energy calculation process for selecting the regenerative mode in the regenerative section and calculating the regenerative energy E1.
As shown in FIG. 4, in the regenerative energy calculation process, the hybrid ECU 31 determines each braking section constituting the regenerative section based on the target speed vt, the weight W of the vehicle 10 (total vehicle weight), the gradient value θ, and the like. The required braking torque T1 is calculated (step S201). Note that the hybrid ECU 31 calculates the weight W as a weight calculation unit by a weight calculation process performed separately from the operation mode selection process. The hybrid ECU 31 calculates the weight W of the vehicle 10 based on, for example, the accelerator opening ACC, the motor rotation speed Nm, the vehicle speed v, the speed ratio Rt in the transmission 16, and the like. Then, in the next step S202, the hybrid ECU 31 determines whether the required braking torque T1 in each braking section is larger than the maximum regenerative torque Trmax as a braking torque determination unit.

  As shown in FIG. 5, the hybrid ECU 31 holds a regenerative torque map 50 in which a maximum regenerative torque Trmax is defined for each motor rotation speed Nm. The maximum regenerative torque Trmax is constant when the motor rotation speed Nm is less than or equal to the first rotation speed N1, and decreases as the motor rotation speed Nm increases when the motor rotation speed Nm is greater than the first rotation speed N1. The hybrid ECU 31 selects the maximum regenerative torque Trmax corresponding to the motor rotation speed Nm at which the target speed vt is achieved with the transmission gear ratio Rt of the transmission 16, and performs the determination in step S202 using the selected maximum regenerative torque Trmax.

  For a braking section in which the required braking torque T1 is greater than the maximum regenerative torque Trmax (step S202: YES), the hybrid ECU 31 selects the first regenerative mode as the operation mode (step S203). In the first regenerative mode, the clutch 15 is controlled to be in the connected state and the engine 11 is controlled to be in a resting state. In addition to the regenerative torque Tr by the M / G 12 and the braking torque Teb by the engine brake, in some cases, the braking torque by the brake device 19 This is an operation mode in which the required braking torque T1 is embodied by Tb.

  In the first regeneration mode, the regenerative torque Tr of the M / G 12 is, for example, when the required braking torque T1 is equal to or less than the maximum regenerative torque Trmax + the braking torque Teb due to engine braking, and the braking torque Teb due to engine braking is subtracted from the necessary braking torque T1. Is set to the specified value. In the first regeneration mode, the regenerative torque Tr of M / G 12 is set to the maximum regenerative torque Trmax when, for example, the required braking torque T1 is larger than the maximum regenerative torque Trmax + the braking torque Teb due to engine braking.

  For a braking section in which the required braking torque T1 is equal to or less than the maximum regenerative torque Trmax (step S202: NO), the hybrid ECU 31 selects the second regenerative mode as the operation mode (step S204). The second regeneration mode is an operation mode in which the required braking torque T1 is embodied by the regeneration torque Tr of the M / G 12 by controlling the clutch 15 to the disengaged state and the engine 11 to the idle state. Then, the hybrid ECU 31 calculates the regenerative energy E1 as a regenerative energy calculation unit based on the regenerative torque Tr and the section length L according to the regenerative mode for each braking section constituting the above-described regenerative section (step S205). ), The regenerative energy calculation process is terminated. The regenerative energy E1 corresponds to a regenerative amount that is an increase in the charging rate SOC of the battery 20 in the regenerative section.

  When the regenerative energy calculation process ends, the hybrid ECU 31 calculates the power running energy E2 consumed until reaching the regenerative section from the current position as a power running energy calculation unit (step S103). The power running energy E2 corresponds to a discharge amount that is a decrease in the charging rate SOC of the battery 20 when the current motor torque Tm of the M / G 12 is continued from the current position until reaching the regeneration section. is there. The hybrid ECU 31 calculates the power running energy E2 based on the motor torque Tm of the M / G 12 and the section length L of the currently running power running section.

  Next, the hybrid ECU 31 calculates an estimated charging rate SOCe of the battery 20 at the end point of the regeneration section (the third point P3 in FIG. 2A) as an estimated charging rate calculation unit (step S104). The hybrid ECU 31 calculates the estimated charging rate SOCe based on the current charging rate SOC of the battery 20, the regenerative energy E1, the powering energy E2, and the like. The estimated charge rate SOCe is a value obtained by adding a regeneration amount based on regenerative energy to the charge rate SOC and subtracting a discharge amount based on power running energy.

  Next, the hybrid ECU 31 determines whether or not the motor travel condition is satisfied as a motor travel determination unit (step S105). The motor running is an operation mode in which the necessary torque T is embodied by the motor torque Tm of the M / G 12. The motor traveling condition is, for example, that the charging rate SOC of the battery 20 is larger than the motor traveling charging rate Tmg, and the necessary torque T is smaller than the motor traveling torque Tmg.

  When the motor traveling condition is satisfied (step S105: YES), the hybrid ECU 31 determines whether or not the estimated charging rate SOCe is equal to or higher than the target charging rate SOCt (step S106). The target charging rate SOCt is, for example, a charging rate having a predetermined range in which the maximum charging rate SOCmax of the battery 20 is the maximum value.

  When the estimated charging rate SOCe is equal to or higher than the target charging rate SOCt (step S106: YES), the hybrid ECU 31 selects the first motor travel mode (step S107) and ends the series of processes. In the first motor travel mode, the hybrid ECU 31 controls the clutch 15 to be in a connected state and the engine 11 to be in a stopped state, and realizes the necessary torque T with the motor torque Tm. That is, the first motor travel mode is a mode in which the vehicle 10 is motor-driven while rotating the rotating shaft 13 of the engine 11 with the M / G 12.

  On the other hand, when the estimated charging rate SOCe is smaller than the target charging rate SOCt (step S106: NO), the hybrid ECU 31 selects the second motor travel mode (step S108) and ends the series of processes. In the second motor travel mode, the hybrid ECU 31 controls the clutch 15 to the disengaged state and the engine 11 to the idle state, and realizes the necessary torque T with the motor torque Tm. In other words, the second motor travel mode is a mode in which a decrease in the charging rate SOC is suppressed as compared with the first motor travel mode by controlling the engine 11 to the idle state. In the first motor travel mode and the second motor travel mode, if the required torque T is the same, the motor torque Tm of the M / G 12 is larger in the first motor travel mode, and the fuel injection amount Gf of the engine 11 is the second. More motor driving modes.

  On the other hand, when the motor travel condition is not satisfied (step S105: NO), the hybrid ECU 31 subsequently determines whether or not the HV (hybrid) travel condition is satisfied (step S109). The HV traveling is an operation mode in which the necessary torque T is embodied by the engine torque Ten by the engine 11 and the motor torque Tm by the M / G 12. The HV traveling condition is that the charging rate SOC of the battery 20 is larger than the HV traveling charging rate SOChv (<SOCmg), and the necessary torque T is smaller than the HV traveling torque Thv. The HV travel charge rate SOChv is the minimum charge rate of the battery 20 required to make the M / G 12 function as a motor.

  When the HV traveling condition is satisfied (step S109: YES), the hybrid ECU 31 selects the HV traveling mode (step S110). In the HV traveling mode, the hybrid ECU 31 controls the clutch 15 to be in a connected state, and realizes the necessary torque T by the engine torque Ten and the motor torque Tm. When the hybrid ECU 31 selects the HV travel mode for the first time in a series of processes, the hybrid ECU 31 sets the motor torque Tm to an initial value in the HV travel mode.

  Next, the hybrid ECU 31 determines whether or not the balance energy ΔE obtained by subtracting the power running energy E2 from the regenerative energy E1 is larger than the determination energy ΔEj (step S111). The discriminating energy ΔEj is, for example, a value at which the charging rate SOC at the end point of the regeneration section is surely increased from the current charging rate SOC when the motor torque Tm is increased and the vehicle travels in the powering section. When the balance energy ΔE is larger than the determination energy ΔEj (step S111: YES), the hybrid ECU 31 increases the motor torque Tm by a unit amount (step S112), and increases the ratio of the motor torque Tm in the necessary torque T. A series of processing ends. On the other hand, when the balance energy ΔE is equal to or less than the discriminating energy ΔEj (step S111: NO), the hybrid ECU 31 maintains the current motor torque Tm in the HV travel mode and ends a series of processes.

  On the other hand, when the HV traveling condition is not satisfied (step S109: NO), the hybrid ECU 31 selects the engine operation mode (step S113). In the engine travel mode, for example, the hybrid ECU 31 controls the clutch 15 to be in a connected state and the M / G 12 to be in a stopped state, and realizes the necessary torque T as the engine torque Ten. In the engine running mode, the battery 20 may be charged using the engine torque Ten.

(Example)
Next, an example of the operation of the control device 30 during execution of the vehicle speed maintenance control will be described with reference to FIGS. 6 and 7 using a specific embodiment. In FIGS. 6 and 7, the case where the vehicle travels without executing the operation mode selection process is shown as a comparative example, and the case where the vehicle travels while performing the operation mode selection process is shown as an example.

Example 1
As shown in FIG. 6 (a), in Comparative Example 1, the motor running is performed by controlling the clutch 15 to the disengaged state (C / L OFF) and the engine 11 to the idle state in the power running section at the altitude H1. It was. At the starting point of the regenerative section that falls to an altitude of 0, the charging rate SOC1 has decreased to the charging rate SOC2. In the regenerative section, the necessary braking torque T1 that maintains the vehicle speed v at the target speed vt is embodied by the regenerative torque Tr, and when the vehicle travels a distance La, the charging rate SOC reaches the maximum charging rate SOCmax and M / G12 regeneration has ended. Thereafter, the clutch 15 is controlled to the connected state (C / L ON), and the required braking torque T1 is embodied by the braking torque Teb by the engine brake and the braking torque Tb of the brake device 19. That is, in the comparative example 1, the idle injection amount Gidle for maintaining the engine 11 in the idle state is continuously supplied to the engine 11 in the power running section, and the regeneration of M / G12 is performed after traveling the distance La in the regeneration section. It wasn't.

  On the other hand, in the first embodiment shown in FIG. 6B, in the power running section, it is possible to perform motor travel (first motor travel mode) while the clutch 15 is in the connected state and the engine 11 is controlled to be in the rest state. It is. Therefore, the motor torque Tm2 in the power running section becomes larger than the motor torque Tm1 in the comparative example 1, and the charging rate SOC at the starting point of the regeneration section decreases to a charging rate SOC3 lower than the charging rate SOC2. In the regeneration section, regeneration by M / G12 is performed by the regenerative torque Tr having the same magnitude as in Comparative Example 1, but M / G12 so that the charging rate SOC reaches the maximum charging rate SOCmax at the end of the regeneration section. It is possible to regenerate. As described above, in the first embodiment, the M / G 12 rotates the rotating shaft 13 of the engine 11 in the power running section, so that the fuel is not injected into the engine 11, and in the regeneration section, the M / G 12 reaches the end point. It is possible to regenerate.

  Therefore, as shown in FIG. 6C, the discharge amount and the regeneration amount of the battery 20 are larger in the first embodiment than in the first comparative example, and the fuel consumption is the first comparative example 1 in the idle injection amount Gidle in the power running section. Example 1 is less than

(Example 2)
As shown in FIG. 7A, in Comparative Example 2, the clutch 15 is controlled to be disengaged in the regenerative section from the altitude H1 to the altitude 0, and the required braking torque T1 is braked by the maximum regenerative torque Trmax and the braking device 19. It was embodied by the torque Tb. Therefore, in Comparative Example 2, the idle injection amount Gidle was continuously supplied to the engine 11 in the regeneration section.

  On the other hand, in the second embodiment shown in FIG. 7B, the maximum regenerative torque Trmax is insufficient because the clutch 15 is controlled to be in the connected state although the regenerative section is performed at the maximum regenerative torque Trmax as in the second comparative example. The braking torque of the minute is embodied by the braking torque Teb by the engine brake and the braking torque Tb by the brake device 19.

  Therefore, as shown in FIG. 7C, the regenerative amount of the battery 20 is the same in Comparative Example 2 and Example 2, but the fuel consumption is the Comparative Example 2 by the amount of idle injection amount Gidle in the regenerative section. Example 1 is less than

According to the control apparatus 30 of the said embodiment, the effect enumerated below is acquired.
(1) When the motor driving condition is satisfied and the estimated charging rate SOCe is equal to or higher than the target charging rate SOCt, the hybrid ECU 31 performs motor driving in the power running section in the first motor driving mode. At this time, since the rotating shaft 13 of the engine 11 is driven by the M / G 12, the auxiliary machinery driven by the engine 11 can be driven without supplying fuel to the engine 11. As a result, the fuel consumption can be reduced compared to the case where the motor running in the power running section is performed with the clutch 15 in the disengaged state and the engine 11 in the idle state.

  (2) When the motor travel condition is satisfied and the estimated charging rate SOCe is smaller than the target charging rate SOCt, the hybrid ECU 31 performs the motor travel in the power running section in the second motor travel mode. Thereby, in the power running section, it is possible to run the motor while suppressing a decrease in the charging rate SOC.

  (3) The hybrid ECU 31 calculates the weight W of the vehicle 10 and calculates the regenerative energy E1 using the weight W. Therefore, the accuracy of the regenerative energy E1, and thus the accuracy of the estimated charging rate SOCe can be increased. This can increase the frequency with which the first motor travel mode is selected as the operation mode. In addition, the frequency with which the motor torque Tm is increased in the HV traveling mode can be increased. As a result, the fuel consumption can be further reduced. Such an effect becomes more prominent by calculating the power running energy E2 using the weight W.

  (4) When the required braking torque T1 in the regeneration section is larger than the maximum regeneration torque Trmax, the hybrid ECU 31 performs regeneration by controlling the clutch 15 to the connected state and the engine 11 to the rest state. That is, regeneration in the regeneration section is performed without supplying fuel to the engine 11. As a result, fuel consumption can be further reduced while ensuring regenerative energy. Further, since the required braking torque T1 includes the regenerative torque Tr of the M / G 12 and the braking torque Teb of the engine brake, it is possible to suppress brake loss and deterioration of the braking device 19 due to the braking device 19.

  (5) The hybrid ECU 31 is configured to be able to select HV traveling when the motor traveling condition is not satisfied. Further, when the balance energy ΔE obtained by subtracting the power running energy E2 from the regenerative energy E1 is larger than the discriminating energy ΔEj (> 0), the motor torque Tm is increased. As a result, the output of the engine 11 can be suppressed while realizing a reduction in the charging rate SOC at the end point of the regeneration section and maintaining the vehicle speed v in the power running section at the target speed vt. As a result, the fuel consumption can be further reduced.

In addition, the said embodiment can also be suitably changed and implemented as follows.
The control device 30 may increase the motor torque Tm regardless of the balance energy ΔE when the motor running condition is not satisfied, or may perform HV running with a predetermined motor torque Tm regardless of the balance energy ΔE. .

The control device 30 may select the HV traveling mode or the engine traveling mode instead of the second motor traveling mode when the motor traveling condition is not established.
The control device 30 may perform the regeneration in the second regeneration mode in which the clutch 15 is disengaged and the engine 11 is controlled to the idle state when the required braking torque T1 in the regeneration section is larger than the maximum regeneration torque Trmax. Good. In such a case, the regenerative torque Tr is controlled to the maximum regenerative torque Trmax, and the deficiency of the necessary braking torque T1 is compensated by the braking torque Tb by the brake device 19.

  The control device 30 performs the regeneration in the first regeneration mode in which the clutch 15 is connected and the engine 11 is controlled to be in a stopped state regardless of whether or not the required braking torque T1 in the regeneration section is greater than the maximum regeneration torque Trmax. May be performed.

  The control device 30 may calculate the regenerative energy E1 without calculating the weight W. In such a configuration, for example, it is preferable to calculate the weight W as the vehicle weight instead of the total vehicle weight.

The control device 30 may select the HV traveling mode when the motor traveling condition is satisfied and the estimated charging rate SOCe is smaller than the target charging rate SOCt.
The information ECU 37 may store the above map information in a memory. According to such a configuration, the information ECU 37 acquires current position information using the GPS as an information acquisition unit, and sets a scheduled travel route based on the acquired current position information. The information ECU 37 generates section information using the set scheduled travel route and map information.

  The regenerative section is not limited to the one including the braking section located in the immediate vicinity of the currently running power running section, and may be, for example, a section where the most regenerative energy is obtained in the planned travel route. In such a configuration, the magnitude of the regenerative energy E1 can be determined by, for example, a product of the gradient value θ and the section length L.

-The control apparatus 30 is not restricted to what is comprised by several ECU, You may be comprised by one ECU.
-Vehicle 10 should just be a hybrid car provided with engine 11 and M / G12, and engine 11 may be not only a diesel engine but a gasoline engine and a gas engine.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Engine, 12 ... Motor generator, 13 ... Rotary shaft, 14 ... Rotary shaft, 15 ... Clutch, 16 ... Transmission, 17 ... Drive shaft, 18 ... Drive wheel, 19 ... Brake device, 20 ... Battery, DESCRIPTION OF SYMBOLS 21 ... Inverter, 30 ... Control apparatus, 31 ... Hybrid ECU, 32 ... Engine ECU, 33 ... Inverter ECU, 34 ... Battery ECU, 35 ... Transmission ECU, 36 ... Brake ECU, 37 ... Information ECU, 50 ... Regenerative torque map, 51 ... Accelerator pedal, 53 ... Information acquisition unit, 54 ... Route information generation unit.

Claims (5)

A vehicle control device that is mounted on a hybrid vehicle in which a rotation shaft of an engine and a rotation shaft of a motor generator are connected via a clutch, and causes the hybrid vehicle to travel at a target speed,
A charge rate acquisition unit for acquiring the charge rate of the battery;
A route information acquisition unit that acquires route information including the current position and the planned travel route;
A regenerative section acquisition unit for acquiring a regenerative section in which regenerative braking by the motor generator is performed in the planned travel route;
A regenerative energy calculator that calculates regenerative energy in the regenerative section;
A powering energy calculation unit for calculating powering energy until reaching the regeneration section;
An estimated charging rate calculation unit that calculates an estimated charging rate at an end point of the regeneration section based on the charging rate, the regenerative energy, and the power running energy;
The engine, the motor generator, and a control unit for controlling the clutch, wherein the clutch is in a connected state and the engine is controlled to be in a dormant state when the estimated charging rate is equal to or higher than a target charging rate. A vehicle control device comprising: the control unit that performs motor traveling at a target speed. The vehicle according to claim 1, wherein when the estimated charging rate is smaller than the target charging rate, the control unit performs motor driving at the target speed in a state in which the clutch is disengaged and the engine is controlled to be in an idle state. Control device. A weight calculation unit for calculating the weight of the hybrid vehicle;
The regeneration section acquisition unit acquires a slope value and a section length for each unit section constituting the regeneration section,
The vehicle control device according to claim 1, wherein the regenerative energy calculation unit calculates the regenerative energy based on the target speed, the weight, the gradient value, and the section length. A braking torque determination unit for determining whether a braking torque required in the regeneration section is larger than a maximum regeneration torque of the motor generator;
The said control part performs regeneration in the said regeneration area in the state which controlled the said clutch to the connection state and the said engine to the rest state, when the said braking torque is larger than the said maximum regeneration torque. The vehicle control device according to one item. A motor travel determination unit for determining whether the motor travel is permitted;
The control unit is configured to be able to select hybrid travel when the motor travel is not permitted, and when the hybrid travel is selected and the regenerative energy is greater than the power running energy, the motor The vehicle control device according to any one of claims 1 to 4, wherein the motor torque of the generator is increased.

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