Vehicle control device

Abstract

Provided is a vehicle control device that appropriately performs speed control that increases / decreases the engine speed of an internal combustion engine in accordance with an increase in the vehicle speed, and that improves the marketability of the vehicle. A control device (100) controls a vehicle (1) that is provided with an engine (ENG), a generator (GEN) that can generate power using the power of the engine, and a motor (MOT) that can drive a drive wheel (DW) by being supplied with power from the generator, and that can travel in a hybrid drive mode in which power from the generator is supplied to the motor and the drive wheel is driven by the motor. The control device can perform simulated shift speed control that increases / decreases the engine in accordance with an increase in the vehicle speed when the vehicle is traveling in the hybrid drive mode, and can limit the execution of the simulated shift speed control when a prescribed operation (for example, an operation that causes a start control to operate) is received.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device. BACKGROUND

[0002] A hybrid electric vehicle of series type drives a generator by an internal combustion engine, and drives a motor by electric power obtained by the generation, thereby performing running. Therefore, if the internal combustion engine is stably operated at an operation point of highest efficiency when the generation is required, fuel efficiency is improved. However, even if an operation of an accelerator pedal by a driver, a speed of the vehicle (i.e., vehicle speed) is changed, an operation sound of the internal combustion engine stably operated is not changed. In this regard, a driver who is accustomed to a vehicle having an internal combustion engine and a transmission feels uncomfortable, and thus a marketability of the vehicle cannot be expected to be high. Therefore, even in the hybrid electric vehicle of series type, a vehicle in which the driver can feel a natural feeling is expected to have a high marketability.

[0003] Patent Literature 1 discloses a technology in which a rotation speed of the internal combustion engine is increased and decreased between a lower limit rotation speed and an upper limit rotation speed in accordance with a change in a rotation speed of a drive wheel (i.e., vehicle speed). According to Patent Literature 1, the driver can be provided with a natural feeling as if the vehicle speed and a driving sound of the internal combustion engine are linked in the vehicle having the internal combustion engine and the transmission.

[0004] [Related Art Documents]

[0005] [Patent Literature]

[0006] Patent Literature 1: International Publication No. 2019 / 003443 SUMMARY

[0007] [Problems to be Solved by the Invention]

[0008] However, by increasing and decreasing the rotation speed of the internal combustion engine in accordance with an increase in the speed of the vehicle, the marketability of the vehicle can sometimes be reduced. That is, when the rotation speed of the internal combustion engine is increased and decreased in accordance with an increase in the speed of the vehicle, although the driver can be provided with a natural feeling as if the speed of the vehicle and a driving sound of the internal combustion engine are linked, the acceleration performance of the vehicle can be reduced. Therefore, for example, in a situation in which the driver values the acceleration performance of the vehicle, if the acceleration performance of the vehicle is reduced due to the rotation speed of the internal combustion engine being increased and decreased in accordance with an increase in the speed of the vehicle, the marketability of the vehicle can be reduced.

[0009] The present application provides a vehicle control device capable of appropriately performing rotation speed control in which the rotation speed of an internal combustion engine is increased and decreased in accordance with an increase in the speed of the vehicle, and capable of improving the marketability of the vehicle.

[0010] [Means for Solving the Problems]

[0011] The present application provides a vehicle control device that controls a vehicle that is provided with an internal combustion engine, a generator that is capable of generating electric power using power output from the internal combustion engine, and an electric motor that is linked to a drive wheel and is capable of driving the drive wheel by supplying electric power from the generator, and is capable of series travel in which electric power from the generator is supplied to the electric motor and the drive wheel is driven by the electric motor, wherein

[0012] The vehicle control device is capable of performing, when the vehicle is performing the series travel, a rotational speed control in which, according to an increase in the speed of the vehicle, the rotational speed of the internal combustion engine is increased to a first rotational speed, and when the first rotational speed is reached, the rotational speed of the internal combustion engine is decreased to a second rotational speed that is smaller than the first rotational speed,

[0013] The vehicle control device limits the execution of the rotational speed control in a case where a prescribed operation is accepted.

[0014] According to the present application, it is possible to provide a vehicle control device that is capable of appropriately performing a rotational speed control in which the rotational speed of an internal combustion engine is increased and decreased according to an increase in the speed of a vehicle, and is capable of improving the marketability of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 is a view that shows the outline configuration of a vehicle that is provided with a control device of one embodiment of the present application.

[0016] Figure 2 is a view that shows the content of each travel mode.

[0017] Figure 3 is a view that shows one example of the engine rotational speed in the hybrid travel mode.

[0018] Figure 4 is a time chart that shows a specific control example of the control device of the present embodiment.

[0019] Figure 5 is a view that shows one example of the electric power supply control from the battery to the motor performed by the control device of the present embodiment.

[0020] EXPLANATION OF REFERENCE NUMERALS:

[0021] 1 vehicle

[0022] 100 control device (vehicle control device)

[0023] BAT battery (electric power storage device)

[0024] DW drive wheel

[0025] ENG engine (internal combustion engine)

[0026] GEN generator

[0027] MOT motor

[0028] NeH upper limit rotation speed (first rotation speed)

[0029] NeL lower limit rotation speed (second rotation speed). DETAILED DESCRIPTION

[0030] Hereinafter, one embodiment of a vehicle control device of the present application will be described with reference to the drawings.

[0031] First, with reference to Figure 1 , a vehicle 1 equipped with a control device 100 that is one embodiment of a vehicle control device of the present application will be described. As shown in Figure 1 , the vehicle 1 of the present embodiment is equipped with a drive device 10 that outputs a driving force of the vehicle 1, and the control device 100 that is responsible for the control of the entire vehicle 1 including the drive device 10.

[0032] [Drive device]

[0033] As shown in Figure 1 , the drive device 10 is equipped with an engine ENG that is one example of an internal combustion engine in the present application, a generator GEN that is one example of a generator in the present application, a motor MOT that is one example of an electric motor in the present application, a transmission T, and a housing 11 that houses the generator GEN, the motor MOT, and the transmission T. The motor MOT and the generator GEN are connected to a storage battery BAT provided in the vehicle 1, and can perform power supply from the storage battery BAT and energy regeneration to the storage battery BAT. The storage battery BAT is one example of a storage device in the present application.

[0034] [Transmission]

[0035] In the housing 11, a transmission housing chamber 11a that houses the transmission T and a motor housing chamber lib that houses the motor MOT and the generator GEN are provided side by side in the axial direction from the engine ENG side.

[0036] In the transmission housing chamber 11a, an input shaft 21, a generator shaft 23, a motor shaft 25, and a countershaft 27, which are arranged parallel to each other, and a differential mechanism D are housed.

[0037] The input shaft 21 is arranged side by side coaxially with a crankshaft 12 of the engine ENG. The driving force of the crankshaft 12 is transmitted to the input shaft 21 via a damper not shown. A generator drive gear 32 that constitutes a generator gear train Gg is provided on the input shaft 21.

[0038] On the input shaft 21, a low-speed side drive gear 34 constituting a low-speed side engine gear train GLo is provided on the engine side via a first clutch CL1 with respect to the generator drive gear 32, and a high-speed side drive gear 36 constituting a high-speed side engine gear train GHi is provided on the side opposite to the engine side (hereinafter, referred to as the motor side). The first clutch CL1 is a hydraulic clutch for linking the input shaft 21 and the low-speed side drive gear 34 in an on-off manner, and is a so-called multi-plate type friction clutch.

[0039] A generator driven gear 40 engaging with the generator drive gear 32 is provided on the generator shaft 23. The generator driven gear 40 of the generator shaft 23 and the generator drive gear 32 of the input shaft 21 constitute a generator gear train Gg for transmitting the rotation of the input shaft 21 to the generator shaft 23. A generator GEN is disposed on the motor side of the generator shaft 23. The generator GEN is configured to have a rotor R fixed to the generator shaft 23 and a stator S fixed to the housing 11 and disposed in opposition to the rotor R on the outer diameter side of the rotor R.

[0040] The rotation of the input shaft 21 is transmitted to the generator shaft 23 via the generator gear train Gg, whereby the rotor R of the generator GEN is rotated by the rotation of the generator shaft 23. Thus, when the engine ENG is driven, the power of the engine ENG input from the input shaft 21 can be converted into electric power by the generator GEN.

[0041] A motor drive gear 52 constituting a motor gear train Gm is provided on the motor shaft 25. A motor MOT is disposed on the motor shaft 25 at a position on the motor side of the motor drive gear 52. The motor MOT is configured to have a rotor R fixed to the motor shaft 25 and a stator S fixed to the housing 11 and disposed in opposition to the rotor R on the outer diameter side of the rotor R.

[0042] On the countershaft 27, a low-speed side driven gear 60 engaging with the low-speed side drive gear 34, an output gear 62 engaging with the ring gear 70 of the differential mechanism D, a high-speed side driven gear 64 engaging with the high-speed side drive gear 36 of the input shaft 21 via a second clutch CL2, and a motor driven gear 66 engaging with the motor drive gear 52 of the motor shaft 25 are provided in this order from the engine side. The second clutch CL2 is a hydraulic clutch for linking the countershaft 27 and the high-speed side driven gear 64 in an on-off manner, and is a so-called multi-plate type friction clutch.

[0043] The low-speed-side engine gear train GLo for transmitting the rotation of the input shaft 21 to the countershaft 27 is constituted by the low-speed-side drive gear 34 of the input shaft 21 and the low-speed-side driven gear 60 of the countershaft 27. In addition, the high-speed-side engine gear train GHi for transmitting the rotation of the input shaft 21 to the countershaft 27 is constituted by the high-speed-side drive gear 36 of the input shaft 21 and the high-speed-side driven gear 64 of the countershaft 27. Here, the reduction ratio of the low-speed-side engine gear train GLo including the low-speed-side drive gear 34 and the low-speed-side driven gear 60 is larger than the reduction ratio of the high-speed-side engine gear train GHi including the high-speed-side drive gear 36 and the high-speed-side driven gear 64.

[0044] Therefore, by engaging the first clutch CL1 and releasing the second clutch CL2 at the time of driving of the engine ENG, the driving force of the engine ENG is transmitted to the countershaft 27 via the low-speed-side engine gear train GLo at a large reduction ratio. On the other hand, by releasing the first clutch CL1 and engaging the second clutch CL2 at the time of driving of the engine ENG, the driving force of the engine ENG is transmitted to the countershaft 27 via the high-speed-side engine gear train GHi at a smaller reduction ratio. Note that the first clutch CL1 and the second clutch CL2 are not engaged at the same time.

[0045] In addition, the motor gear train Gm for transmitting the rotation of the motor shaft 25 to the countershaft 27 is constituted by the motor drive gear 52 of the motor shaft 25 and the motor driven gear 66 of the countershaft 27. When the rotor R of the motor MOT rotates, the rotation of the motor shaft 25 is transmitted to the countershaft 27 via the motor gear train Gm. Thus, at the time of driving of the motor MOT, the driving force of the motor MOT is transmitted to the countershaft 27 via the motor gear train Gm.

[0046] In addition, the final drive gear train Gf for transmitting the rotation of the countershaft 27 to the differential mechanism D is constituted by the output gear 62 of the countershaft 27 and the ring gear 70 of the differential mechanism D. Therefore, the driving force of the motor MOT input to the countershaft 27 via the motor gear train Gm, the driving force of the engine ENG input to the countershaft 27 via the low-speed-side engine gear train GLo, and the driving force of the engine ENG input to the countershaft 27 via the high-speed-side engine gear train GHi are transmitted to the differential mechanism D via the final drive gear train Gf and are transmitted from the differential mechanism D to the drive shafts DS. Thus, the driving force for running the vehicle 1 is output via a pair of drive wheels DW provided at both ends of the drive shafts DS.

[0047] The drive device 10 thus configured has a power transmission path that transmits the driving force of the motor MOT to the axle DS (i.e., the drive wheel DW), a low-speed side power transmission path that transmits the driving force of the engine ENG to the axle DS, and a high-speed side power transmission path that transmits the driving force of the engine ENG to the axle DS. Thus, as will be described later, the vehicle 1 equipped with the drive device 10 can adopt a plurality of running modes such as an EV running mode in which the vehicle 1 runs using the power output by the motor MOT, a hybrid running mode, a low-speed side engine running mode in which the vehicle 1 runs using the power output by the engine ENG, and a high-speed side engine running mode.

[0048] The control device 100 acquires vehicle information related to the vehicle 1 on the basis of detection signals and the like received from various sensors (not shown) provided in the vehicle 1, and controls the drive device 10 on the basis of the acquired vehicle information. As the sensors provided in the vehicle 1, there can be mentioned a vehicle speed sensor that detects the rotational speed of the axle DS, an accelerator position sensor (hereinafter, also referred to as an AP sensor) that detects the operation amount of an accelerator pedal provided in the vehicle 1, a brake sensor that detects the operation amount of a brake pedal provided in the vehicle 1, an engine rotational speed sensor that detects the rotational speed of the engine ENG (hereinafter, also referred to as the engine speed), a battery sensor that detects the state of the battery BAT (e.g., the voltage between the terminals of the battery BAT, the charge / discharge current, the temperature), and the like.

[0049] The vehicle information includes information indicating the running state of the vehicle 1. As the running state of the vehicle 1, there can be mentioned the speed of the vehicle 1 (hereinafter, also referred to as the vehicle speed), the AP opening degree indicating the operation amount of the accelerator pedal provided in the vehicle 1 (i.e., the accelerator position), the driving force required for the running of the vehicle 1 (hereinafter, also referred to as the required driving force), the engine speed, and the like.

[0050] The vehicle speed can be acquired on the basis of a detection signal from the vehicle speed sensor. The AP opening degree can be acquired on the basis of a detection signal from the AP sensor. The engine speed can be acquired on the basis of a detection signal from the engine rotational speed sensor. The required driving force can be derived on the basis of the vehicle speed, the AP opening degree, and the like.

[0051] In addition, the vehicle information also includes battery information related to the battery BAT provided in the vehicle 1. The battery information includes information indicating the remaining capacity of the battery BAT, i.e., the SOC (state of charge). Hereinafter, the SOC of the battery BAT will also be referred to as the battery SOC. The battery SOC can be derived on the basis of a detection signal from the battery sensor (e.g., the voltage between the terminals of the battery BAT, the charge / discharge current). In addition, the battery information can also include information such as the voltage between the terminals of the battery BAT, the charge / discharge current, the temperature, and the like, detected by the battery sensor.

[0052] The control device 100 controls the drive device 10 based on the vehicle information (i.e., the running state of the vehicle 1, the battery information), thereby causing the vehicle 1 to run in any one of a plurality of running modes (described later) that the vehicle 1 can adopt. In controlling the drive device 10, the control device 100 controls the drive of the engine ENG, for example, by controlling the fuel supply to the engine ENG, or controls the drive of the motor MOT by controlling the electric power supply from the generator GEN, the battery BAT to the motor MOT, or controls the power generation of the generator GEN by controlling the field current flowing through the coil of the generator GEN, and the like.

[0053] Further, the control device 100 controls the drive device 10 by controlling an unillustrated actuator that causes the first clutch CL1 to act, thereby releasing or engaging the first clutch CL1. Likewise, the control device 100 controls the drive device 10 by controlling an unillustrated actuator that causes the second clutch CL2 to act, thereby releasing or engaging the second clutch CL2.

[0054] Thus, the control device 100 controls the engine ENG, the generator GEN, the motor MOT, the first clutch CL1, and the second clutch CL2, thereby causing the vehicle 1 to run in any one of the plurality of running modes described later. Note that the control device 100 is realized by an ECU (Electronic Control Unit) having a processor, a memory, an interface, and the like, for example.

[0055] [Running Modes Adoptable by the Vehicle]

[0056] Next, the running modes adoptable by the vehicle 1 will be described with reference to the running mode table Ta shown in FIG. 10. As shown in FIG. 10, the vehicle 1 can adopt an EV running mode, a hybrid running mode, a low-speed side engine running mode, and a high-speed side engine running mode. Figure 2 Figure 2

[0057] [EV Running Mode]

[0058] The EV running mode is a running mode in which the vehicle 1 is caused to run by the power output from the motor MOT based on the electric power supplied from the battery BAT to the motor MOT.

[0059] ​​Specifically, in the EV travel mode, the control device 100 releases both the first clutch CL1 and the second clutch CL2. In addition, in the EV travel mode, the control device 100 stops injecting fuel to the engine ENG, thereby stopping the engine ENG from outputting power. Also, in the EV travel mode, the control device 100 supplies electric power from the battery BAT to the motor MOT, causing the motor MOT to output power corresponding to the electric power (indicated as "battery drive" of the motor). Thus, in the EV travel mode, the vehicle 1 travels by the power output from the motor MOT based on the electric power supplied from the battery BAT.

[0060] Note that, in the EV travel mode, as described above, the output of power from the engine ENG is stopped, and both the first clutch CL1 and the second clutch CL2 are released. Therefore, in the EV travel mode, power is not input to the generator GEN, and the generator GEN does not generate electric power (indicated as "stop power generation" of the generator).

[0061] [Hybrid travel mode]

[0062] The hybrid travel mode is a travel mode in which at least electric power is supplied from the generator GEN to the motor MOT, and the vehicle 1 travels by the power output from the motor MOT based on the electric power. The hybrid travel mode is one example of series travel.

[0063] Specifically, in the hybrid travel mode, the control device 100 releases both the first clutch CL1 and the second clutch CL2. In addition, in the hybrid travel mode, the control device 100 injects fuel to the engine ENG, causing the engine ENG to output power. The power output from the engine ENG is input to the generator GEN via the generator gear train Gg. Thus, the generator GEN generates electric power.

[0064] Also, in the hybrid travel mode, the control device 100 supplies electric power generated by the generator GEN to the motor MOT, causing the motor MOT to output power corresponding to the electric power (indicated as "generator drive" of the motor). The electric power supplied from the generator GEN to the motor MOT is greater than the electric power supplied from the battery BAT to the motor MOT. Therefore, in the hybrid travel mode, as compared with the EV travel mode, the power (driving force of the motor MOT) output from the motor MOT can be increased, and a greater driving force can be obtained as the driving force of the vehicle 1.

[0065] Note that, in the case of the hybrid running mode, the control device 100 can also supply the motor MOT with electric power from the storage battery BAT as needed. That is, the control device 100 can supply the motor MOT with electric power from both the generator GEN and the storage battery BAT in the hybrid running mode. Thereby, compared with the case where the motor MOT is supplied with electric power only from the generator GEN, the electric power supplied to the motor MOT can be increased, so the power output from the motor MOT can be further increased, and a greater driving force can be obtained as the driving force of the vehicle 1.

[0066] Note that, in the speed range from when the vehicle speed is 0 (zero) up to when a prescribed speed is reached, this hybrid running mode is the running mode in which the greatest driving force can be obtained as the driving force of the vehicle 1 among the running modes that the vehicle 1 can adopt. Therefore, the control device 100 causes the vehicle 1 to run in the hybrid running mode from the viewpoint of ensuring the acceleration performance of the vehicle 1, for example, in the situation where the stopped vehicle 1 is to be started and rapidly accelerated as described later.

[0067] [Low-speed engine running mode]

[0068] The low-speed engine running mode is a running mode in which the vehicle 1 is caused to run by transmitting the power output from the engine ENG to the drive wheels DW through the low-speed side power transmission path.

[0069] Specifically, in the case of the low-speed engine running mode, the control device 100 injects fuel into the engine ENG to cause the engine ENG to output power. In addition, in the case of the low-speed engine running mode, the control device 100 engages the first clutch CL1, and on the other hand, releases the second clutch CL2. Thereby, in the low-speed engine running mode, the power output from the engine ENG is transmitted to the drive wheels DW via the low-speed engine gear train GLo, the final drive gear train Gf, and the differential mechanism D, and thereby the vehicle 1 runs.

[0070] In addition, in the low-speed engine travel mode, the power output from the engine ENG is also input to the generator GEN via the generator gear train Gg, but control is performed so that power generation based on the generator GEN is not performed. For example, in the low-speed engine travel mode, by causing a switching element provided on a power transmission path between the generator GEN and the battery BAT (for example, a switching element of an inverter device provided between the generator GEN and the battery BAT) to be turned off, control is performed so that power generation based on the generator GEN is not performed. Thus, in the low-speed engine travel mode, it is possible to reduce the loss due to power generation by the generator GEN, and it is possible to reduce the amount of heat generated by the generator GEN and the like. In addition, in the low-speed engine travel mode, at the time of braking of the vehicle 1, regenerative power generation based on the motor MOT can also be performed, and the power generated by the power generation is used to charge the battery BAT.

[0071] In addition, in the low-speed engine travel mode, the control device 100 can supply power from the battery BAT to the motor MOT as needed. Thus, in the low-speed engine travel mode, it is also possible to travel the vehicle 1 using the power output by the motor MOT based on the power supplied from the battery BAT, and it is possible to obtain greater driving force as the driving force of the vehicle 1 compared to the case where the vehicle 1 is traveled only by the power of the engine ENG.

[0072] [High-speed engine travel mode]

[0073] The high-speed engine travel mode is a travel mode in which the vehicle 1 is traveled by transmitting the power output from the engine ENG to the drive wheels DW through the high-speed power transmission path.

[0074] Specifically, in the high-speed engine travel mode, the control device 100 performs fuel injection to the engine ENG to cause the engine ENG to output power. In addition, in the high-speed engine travel mode, the control device 100 engages the second clutch CL2, and on the other hand, releases the first clutch CL1. Thus, in the high-speed engine travel mode, the power output from the engine ENG is transmitted to the drive wheels DW via the high-speed engine gear train GHi, the final drive gear train Gf, and the differential mechanism D, and as a result, the vehicle 1 is traveled.

[0075] In addition, in the case of the high-speed engine running mode, the power output from the engine ENG is also input to the generator GEN via the generator gear train Gg, but control is performed so that power generation based on the generator GEN is not performed. Thus, in the high-speed engine running mode, it is possible to reduce the loss due to power generation by the generator GEN, and it is possible to reduce the amount of heat generated by the generator GEN and the like. In addition, in the high-speed engine running mode, at the time of braking of the vehicle 1, it is also possible to perform regenerative power generation based on the motor MOT, and the power obtained by power generation is used to charge the battery BAT.

[0076] In addition, in the case of the high-speed engine running mode, the control device 100 can supply the power from the battery BAT to the motor MOT as needed. Thus, in the high-speed engine running mode, it is also possible to use the power output by the motor MOT based on the power supplied from the battery BAT to run the vehicle 1, and it is possible to obtain greater driving force as the driving force of the vehicle 1 compared to the case where the vehicle 1 is run only by the power of the engine ENG.

[0077] [Engine speed in hybrid running mode]

[0078] Next, with reference to Figure 3 , the engine speed in the hybrid running mode will be described. Note that in Figure 3 , the vertical axis represents the engine speed [rpm], and the horizontal axis represents the vehicle speed [km / h].

[0079] Figure 3 The engine speed Nel shown in FIG. 10 is the engine speed in the hybrid running mode. As shown by the engine speed Nel, in the case of the hybrid running mode, the control device 100 controls the engine speed in such a manner that the engine speed varies between a predetermined upper limit speed NeH and a lower limit speed NeL.

[0080] Specifically, in the case of the hybrid running mode, the control device 100 first increases the engine speed at a predetermined increase rate al from a state where both the vehicle speed and the engine speed are zero (0) as the vehicle speed increases. Then, if the engine speed reaches the upper limit speed NeH corresponding to the vehicle speed at that time, the engine speed is decreased to the lower limit speed NeL corresponding to the vehicle speed at that time. Thereafter, the control device 100 again increases the engine speed as the vehicle speed increases from this lower limit speed NeL. However, at this time, the engine speed is increased at an increase rate a2 that is smaller than the increase rate al.

[0081] Subsequently, the control device 100 decreases the engine speed to the lower limit engine speed NeL when the engine speed reaches the upper limit engine speed NeH, and increases the engine speed as the vehicle speed increases while changing the increase rate to the increase rate a3, the increase rate a4, and the increase rate a5 each time. Note that, in this case, the increase rate a2 > the increase rate a3 > the increase rate a4 > the increase rate a5.

[0082] In the hybrid running mode, as described above, both the first clutch CL1 and the second clutch CL2 are released, and thus the engine speed can be arbitrarily set regardless of the vehicle speed. However, by thus controlling the engine speed in such a manner that it varies between the upper limit engine speed NeH and the lower limit engine speed NeL as the vehicle speed increases, even during running in the hybrid running mode, the driver can feel a natural change in the operating sound of the engine ENG that is linked to the vehicle speed as if a shift based on a stepped transmission is performed. Note that, hereinafter, this control that varies the engine speed between the upper limit engine speed NeH and the lower limit engine speed NeL as the vehicle speed increases will also be referred to as simulated shift speed control.

[0083] In addition, Figure 3 The engine speed Ne2 illustrated is an example of the engine speed in the low-speed side engine running mode. As described above, in the low-speed side engine running mode, the engine ENG is mechanically connected to the axle DS (i.e., the drive wheels DW). Thus, as illustrated by the engine speed Ne2, the engine speed linearly corresponds to the vehicle speed. Specifically, in the present embodiment, in the case of the low-speed side engine running mode, the engine speed increases at the increase rate a11 as the vehicle speed increases. For example, in this case, the increase rate a2 > the increase rate a11 > the increase rate a3.

[0084] In addition, Figure 3 The engine speed Ne3 illustrated is an example of the engine speed in the high-speed side engine running mode. As described above, in the high-speed side engine running mode, the engine ENG is mechanically connected to the axle DS as in the low-speed side engine running mode. Thus, as illustrated by the engine speed Ne3, the engine speed linearly corresponds to the vehicle speed. Specifically, in the present embodiment, in the case of the high-speed side engine running mode, the engine speed increases at the increase rate a12 as the vehicle speed increases. For example, in this case, the increase rate a4 > the increase rate a12 > the increase rate a5.

[0085] Note that, in Figure 3 , for convenience, the engine speed Ne2 and the engine speed Ne3 in the state where the vehicle speed is 0 (zero) are also illustrated, but in reality, the low-speed side engine running mode and the high-speed side engine running mode can not be entered when the vehicle speed is 0 (zero).

[0086] [Execution restriction of simulated shift speed control]

[0087] The control device 100 can make the driver feel a natural change in the engine ENG operating sound linked with the vehicle speed as if the shift based on the stepped transmission is performed, by executing the simulated shift speed control when the vehicle 1 is running in the hybrid running mode.

[0088] On the other hand, by the control device 100 executing the simulated shift speed control, the engine speed is sometimes lowered when the vehicle speed increases (i.e., when the vehicle 1 accelerates) in the hybrid running mode. Also, when the engine speed is lowered, the electric power supplied from the generator GEN to the motor MOT decreases, which sometimes results in a decrease in the acceleration performance of the vehicle 1.

[0089] For example, in a situation where the vehicle 1 is made to run in a so-called sporty manner in a circuit or the like, the acceleration performance is more valued than the natural change in the engine ENG operating sound. Therefore, in a situation where the acceleration performance of the vehicle 1 is valued like this, from the viewpoint of improving the marketability of the vehicle 1, it is preferable to suppress the decrease in the acceleration performance of the vehicle 1, compared to providing the driver with the natural change in the engine ENG operating sound.

[0090] Therefore, the control device 100 restricts the execution of the simulated shift speed control when a prescribed operation is accepted. That is, the driver can avoid the situation where the simulated shift speed control is executed against his or her will, by making a prescribed operation to the vehicle 1. Therefore, the control device 100 can avoid the situation where the simulated shift speed control is executed against the driver's will, and thus can appropriately execute the simulated shift speed control, and can improve the marketability of the vehicle 1.

[0091] Specifically, the control device 100 makes a launch control work when a prescribed operation is accepted, which increases the acceleration performance of the vehicle 1 compared to normal times (e.g., maximizes the acceleration performance that the vehicle 1 originally has). Also, the control device 100 restricts the execution of the simulated shift speed control in the work of the launch control. That is, the control device 100 restricts the execution of the simulated shift speed control when an operation that makes the launch control work is accepted. Thus, the control device 100 can avoid the situation where the simulated shift speed control that can result in a decrease in the acceleration performance of the vehicle 1 is executed in a situation where the acceleration performance of the vehicle 1 is valued, and can appropriately execute the simulated shift speed control.

[0092] The operation that makes the launch control work is, for example, an operation in which the AP opening degree becomes a prescribed launch control work threshold value (e.g., refer to Figure 4the operation of strongly stepping on the accelerator pedal in a manner that the AP opening degree becomes a predetermined threshold value or more. Note that the control device 100 can accept the operation of starting the launch control (i.e., the operation of limiting the execution of the simulated shift speed control) via an operation section different from the brake pedal and the accelerator pedal, such as a prescribed operation button or an operation switch provided in the vehicle 1.

[0093] In addition, the control device 100 releases the launch control when the prescribed operation is accepted during the operation of the launch control, and releases the limitation on the simulated shift speed control in conjunction with the release of the launch control. Thus, the control device 100 executes the simulated shift speed control at ordinary times, and enables the driver to feel a natural change in the engine ENG operating sound.

[0094] The operation of releasing the launch control is, for example, an operation of stepping on the brake pedal in a state where the AP opening degree is Thl or less. Note that the control device 100 can accept the operation of releasing the launch control via an operation section different from the brake pedal and the accelerator pedal, as with the operation of starting the launch control. Figure 4

[0095] Note that in the example described above, the control device 100 limits the execution of the simulated shift speed control when the operation of starting the launch control is accepted, but is not limited thereto. For example, the control device 100 can limit the execution of the simulated shift speed control when an operation of accelerating the vehicle 1 at an acceleration of a prescribed value or more is accepted. Even in this case, it is possible to avoid executing the simulated shift speed control that can cause a decrease in the acceleration performance of the vehicle 1 in a situation where the acceleration performance of the vehicle 1 is valued, and to appropriately execute the simulated shift speed control. Note that the operation of accelerating the vehicle 1 at an acceleration of a prescribed value or more can be, for example, an operation of strongly stepping on the accelerator pedal in a manner that the AP opening degree becomes a predetermined threshold value or more.

[0096] [Specific Control Example Based on Control Device]

[0097] Next, a specific control example based on the control device 100 will be described with reference to Figure 4 Figure 4 The example shown in FIG. 8 mainly assumes a situation where the stopped vehicle 1 is started and accelerated to a prescribed speed (e.g., 100 [km / h]) as quickly as possible. In such a situation, in order to ensure the acceleration performance of the vehicle 1, as a travel mode in which the vehicle 1 travels, the hybrid travel mode in which the maximum driving force can be obtained in the above-described speed range is used, and further the above-described launch control is used.

[0098] As shown in FIG. 9, the control device 100 according to the second embodiment includes a launch control unit 110, a simulated shift speed control unit 120, and a travel mode switching unit 130. Figure 4 ​​As shown at time t1, when vehicle 1 is stopped (i.e., the vehicle speed is 0), if the brake pedal is pressed, and then the accelerator pedal is also pressed in such a way that the AP opening becomes the start-up control operating threshold, i.e., Th1 or higher, then the control device 100 activates the start-up control. Accompanying this, from time t1 onwards, the execution of simulated variable speed control is restricted.

[0099] In addition, such as Figure 4 As shown, the control device 100 can also be controlled in the following manner: if the start-up control is activated, the lower limit speed of the engine is higher than normally (when the start-up control is not activated). This increases the power output of the generator GEN, i.e., the power supplied from the generator GEN to the motor MOT, thereby improving the acceleration performance of the vehicle 1.

[0100] At time t2, after time t1, if the operation of the brake pedal is closed (i.e., if the operation amount becomes 0), the control device 100 starts the vehicle 1 and accelerates it as quickly as possible. At this time, since the execution of analog transmission speed control is limited, the control device 100 increases the engine speed to a predetermined speed as the vehicle speed increases in order to ensure that the power supplied to the motor MOT is sufficient for the motor MOT to output power equivalent to the required driving force in the vehicle 1. That is, the engine speed will not decrease midway. The predetermined speed is, for example, the speed at which the output of the engine ENG reaches its maximum output. Thus, the vehicle 1 can maximize its inherent acceleration performance.

[0101] It should be noted that, in Figure 4 In the diagram, the single-dotted line indicated by symbol 400 represents an example of engine speed when simulated transmission speed control is not restricted, i.e., when simulated transmission speed control is implemented. As shown in engine speed 400, when simulated transmission speed control is implemented, there is a situation where the engine speed decreases during the period from time t2 (when the vehicle speed increases) to time t3. Therefore, in this case, there is a situation where the power supplied from the generator GEN to the motor MOT is temporarily reduced when the engine speed decreases, resulting in sluggish acceleration of vehicle 1.

[0102] At time t3, after time t2, the vehicle speed reaches the prescribed speed, therefore the driver will deactivate the accelerator pedal (i.e., AP opening is 0). Thus, the AP opening becomes below the start-up control release threshold, Th2. Furthermore, from time t4 onwards, the driver depresses the brake pedal to decelerate vehicle 1. Therefore, if the brake pedal is depressed while the AP opening is below the start-up control release threshold, Th2, the control device 100 releases the start-up control. Simultaneously, from time t4, the limitation on the simulated transmission speed control is also released.

[0103] Therefore, in a case where the accelerator pedal is depressed by the driver in order to accelerate the vehicle 1 from a time t5 onward, the control device 100 executes the simulated shift speed control to increase and decrease the engine speed in association with an increase in the vehicle speed. Thus, at the time of acceleration from the time t5 onward, the driver can feel a natural change in the operating sound of the engine ENG in association with the vehicle speed as if the shift based on the stepped transmission is performed.

[0104] [Control of electric power supply from the battery to the motor]

[0105] However, in the hybrid running mode, in order to improve the acceleration performance of the vehicle 1, it is necessary to increase the output of the motor MOT. As a method of increasing the output of the motor MOT, a method of increasing the electric power supplied to the motor MOT is considered. The electric power supplied to the motor MOT is the sum of the electric power supplied from the generator GEN to the motor MOT and the electric power supplied from the battery BAT to the motor MOT. Therefore, when the electric power supplied from the generator GEN to the motor MOT reaches the upper limit, if the battery BAT can discharge the motor MOT with the maximum electric power that can be output, the electric power supplied to the motor MOT can be maximized.

[0106] However, generally, the time during which the battery BAT can discharge with the maximum electric power is limited. Therefore, in order to maximize the electric power supplied to the motor MOT, it is necessary to appropriately control the timing of the supply of electric power from the battery BAT to the motor MOT. Therefore, from the viewpoint of improving the acceleration performance of the vehicle 1, it is preferable that the control device 100 control the electric power supply from the battery BAT to the motor MOT as described below.

[0107] The control device 100 derives the required electric power for driving the motor MOT based on the running state of the vehicle 1 when the vehicle 1 runs in the hybrid running mode. The required electric power is, for example, the electric power required for the motor MOT to output a power corresponding to the required driving force of the vehicle 1.

[0108] Furthermore, the control device 100 limits the electric power supply from the battery BAT to the motor MOT based on the derived required electric power and the electric power that can be supplied from the generator GEN to the motor MOT when the vehicle 1 runs in the hybrid running mode.

[0109] Specifically, in a case where the required electric power is below the electric power that can be supplied from the generator GEN to the motor MOT, that is, in a case where the required electric power can be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT, the control device 100 restricts the electric power supply from the battery BAT to the motor MOT. Thereby, it is possible to suppress a case where the battery BAT is discharged when the required electric power can be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT. Therefore, it is possible to avoid a case where the battery BAT is discharged to the motor MOT with the maximum electric power before the electric power supplied from the generator GEN to the motor MOT reaches the upper limit.

[0110] Furthermore, in a case where the required electric power exceeds the electric power that can be supplied from the generator GEN to the motor MOT, that is, in a case where the required electric power cannot be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT, the control device 100 performs the electric power supply from the battery BAT to the motor MOT. Thereby, it is possible to secure the electric power for driving the motor MOT. In this way, the discharge of the battery BAT is started after the required electric power cannot be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT, and thereby the battery BAT can be discharged to the motor MOT with the maximum electric power after the electric power supplied from the generator GEN to the motor MOT reaches the upper limit.

[0111] As described above, the control device 100 delays the timing of performing the electric power supply from the battery BAT to the motor MOT until the required electric power cannot be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT, and thereby it is possible to maximize the electric power supplied to the motor MOT and improve the acceleration performance of the vehicle 1. Thereby, for example, in a situation where the stopped vehicle 1 is started and accelerated to a prescribed speed as quickly as possible, it is possible to maintain the acceleration performance of the vehicle 1 even after the prescribed period elapses from the start.

[0112] A specific example of the electric power supply from the battery BAT to the motor MOT will be described. The control device 100, for example, in a case where the required electric power is below the electric power that can be supplied from the generator GEN to the motor MOT, that is, in a case where the required electric power can be satisfied by only the electric power that can be supplied from the generator GEN to the motor MOT, controls the engine speed as shown by a solid line indicated by a symbol 511 in FIG. 12, controls the output of the battery BAT (that is, the electric power supplied from the battery BAT to the motor MOT) as shown by a dashed line indicated by a symbol 512 in FIG. 12. Figure 4 Figure 5 Figure 5

[0113] Figure 5 As shown in FIG. 12, the control device 100 delays the timing of performing the electric power supply from the battery BAT to the motor MOT (refer to a period from time t2 to time t3 in FIG. 12) and thereby it is possible to maximize the electric power supplied to the motor MOT and improve the acceleration performance of the vehicle 1. Figure 5 ​​​​the engine speed reaches a prescribed speed (i.e., after the electric power supplied from the generator GEN to the motor MOT reaches the upper limit), the battery BAT is able to supply the maximum electric power to the motor MOT.

[0114] On the other hand, the timing of the electric power supply from the battery BAT to the motor MOT is not delayed, for example, as shown by the single-dot chain line in FIG. 5, the engine speed is controlled as shown by the single-dot chain line in FIG. 5, and the output of the battery BAT is controlled as shown by the double-dot chain line in FIG. 5. In this case, after the engine speed reaches a prescribed speed, the battery BAT is not able to discharge with the maximum electric power. Therefore, as compared with the case where the timing of the electric power supply from the battery BAT to the motor MOT is delayed as described above, the maximum value of the electric power supplied to the motor MOT becomes smaller. Figure 5 Figure 5 In the case where the timing of the electric power supply from the battery BAT to the motor MOT is delayed as described above, the engine speed is controlled as shown by the dashed line in FIG. 5, and the output of the battery BAT is controlled as shown by the dashed-dotted line in FIG. 5. In this case, after the engine speed reaches a prescribed speed, the battery BAT is able to supply the maximum electric power to the motor MOT.

[0115] Note that the control device 100 delays the timing of the electric power supply from the battery BAT to the motor MOT as described above, for example, only when the execution of the simulated shift speed control is limited. Thereby, the control device 100 is able to appropriately control the timing of the electric power supply from the battery BAT to the motor MOT in a situation where the acceleration performance of the vehicle 1 is valued, and achieve an improvement in the acceleration performance of the vehicle 1.

[0116] As described above, according to the control device 100 of the present embodiment, the simulated shift speed control that increases or decreases the engine speed according to an increase in the speed of the vehicle 1 is able to be appropriately executed, and an improvement in the marketability of the vehicle 1 is able to be achieved.

[0117] Note that the present application is not limited to the above-described embodiments, and is able to be appropriately modified, improved, or the like.

[0118] For example, in the foregoing embodiments, the travel modes (the low-speed side engine travel mode and the high-speed side engine travel mode) that transmit the power of the engine ENG to the drive wheels DW to travel the vehicle 1 are provided, but the vehicle 1 can not employ these travel modes. In addition, as the travel modes that transmit the power of the engine ENG to the drive wheels DW to travel the vehicle 1, only one of the low-speed side engine travel mode and the high-speed side engine travel mode can be provided.

[0119] At least the following matters are described in this specification. Note that the corresponding constituent elements and the like in the above-described embodiments are shown in parentheses, but the present application is not limited thereto.

[0120] ​(1) A vehicle control device (control device 100) that controls a vehicle (vehicle 1) that is provided with an internal combustion engine (engine ENG), a generator (GEN) that is capable of generating power using power output from the internal combustion engine, and a motor (motor MOT) that is coupled to a drive wheel (drive wheel DW) and is capable of driving the drive wheel by supplying power from the generator, and that is capable of traveling in series in which power from the generator is supplied to the motor and the drive wheel is driven by the motor, wherein

[0121] The vehicle control device is capable of performing, when the vehicle is traveling in series, a revolution speed control (simulation gear shift revolution speed control) in which the revolution speed of the internal combustion engine is increased to a first revolution speed (upper limit revolution speed NeH) according to an increase in the speed of the vehicle, and when the first revolution speed is reached, the revolution speed of the internal combustion engine is decreased to a second revolution speed (lower limit revolution speed NeL) that is smaller than the first revolution speed,

[0122] The vehicle control device limits the execution of the revolution speed control when a prescribed operation is accepted.

[0123] According to (1), the execution of the revolution speed control in which the revolution speed of the internal combustion engine is increased and decreased according to an increase in the speed of the vehicle is limited when a prescribed operation is accepted, so it is possible to avoid a situation in which the revolution speed control is executed against the will of the driver. Therefore, the revolution speed control can be properly executed, and the marketability of the vehicle can be improved.

[0124] (2) The vehicle control device according to (1), wherein

[0125] The prescribed operation is an operation that starts a start control operation.

[0126] According to (2), it is possible to avoid executing the revolution speed control that can result in a decrease in the acceleration performance of the vehicle in a situation in which the acceleration performance of the vehicle is valued, so it is possible to properly execute the revolution speed control.

[0127] (3) The vehicle control device according to (1), wherein

[0128] The prescribed operation is an operation that accelerates the vehicle at an acceleration that is equal to or higher than a prescribed value.

[0129] According to (3), it is possible to avoid executing the revolution speed control that can result in a decrease in the acceleration performance of the vehicle in a situation in which the acceleration performance of the vehicle is valued, so it is possible to properly execute the revolution speed control.

[0130] (4) The vehicle control device according to any one of (1) to (3), wherein

[0131] The vehicle is also provided with an electric storage device (battery BAT) capable of supplying electric power to the electric motor,

[0132] The vehicle control device derives required electric power for driving the electric motor based on a running state of the vehicle when the vehicle is running in the series,

[0133] The vehicle control device controls electric power supply from the electric storage device to the electric motor based on the derived required electric power and electric power capable of being supplied from the generator to the electric motor,

[0134] The vehicle control device limits electric power supply from the electric storage device to the electric motor when the required electric power is equal to or less than electric power capable of being supplied from the generator to the electric motor.

[0135] According to (4), it is possible to suppress discharging of the electric storage device when the required electric power can be satisfied only by electric power generated by the generator.

[0136] (5) The vehicle control device according to (4), wherein

[0137] The vehicle control device limits electric power supply from the electric storage device to the electric motor when the required electric power is equal to or less than electric power capable of being supplied from the generator to the electric motor.

[0138] According to (5), when the required electric power exceeds electric power capable of being supplied from the generator to the electric motor, it is possible to secure electric power for driving the electric motor by performing electric power supply from the electric storage device to the electric motor.

[0139] (6) The vehicle control device according to (4) or (5), wherein

[0140] The vehicle control device limits electric power supply from the electric storage device to the electric motor when the required electric power is equal to or less than electric power capable of being supplied from the generator to the electric motor.

[0141] According to (6), in a situation where acceleration performance of the vehicle is valued, it is possible to appropriately control timing of performing electric power supply from the electric storage device to the electric motor, and to achieve improvement in acceleration performance of the vehicle.

Claims

1. A vehicle control device for controlling a vehicle, the vehicle comprising an internal combustion engine, a generator capable of generating electricity using power output from the internal combustion engine, and an electric motor connected to drive wheels and capable of driving the drive wheels by supplying power from the generator, and the vehicle being capable of tandem driving by supplying power from the generator to the electric motor and driving the drive wheels by the electric motor, wherein... When the vehicle is engaged in the tandem driving, the vehicle control device can perform the following speed control: as the vehicle speed increases, the speed of the internal combustion engine is increased to a first speed; when the first speed is reached, the speed of the internal combustion engine is reduced to a second speed lower than the first speed. When the vehicle control device receives an operation that activates start-up control or an operation that depresses the accelerator pedal in a manner that causes the accelerator opening to exceed a predetermined threshold, the execution of the speed control is restricted.

2. The vehicle control device according to claim 1, wherein, The vehicle also has an energy storage device capable of supplying power to the electric motor. When the vehicle is engaged in the series driving, the vehicle control device calculates the required power to drive the electric motor based on the vehicle's driving state. The vehicle control device controls the power supply from the energy storage device to the electric motor based on the derived required power and the power that can be supplied from the generator to the electric motor. When the required power is below the power that can be supplied from the generator to the motor, the vehicle control device restricts the power supply from the energy storage device to the motor.

3. The vehicle control device according to claim 2, wherein, When the required power exceeds the power that can be supplied from the generator to the motor, the vehicle control device supplies power from the energy storage device to the motor.

4. The vehicle control device according to claim 2, wherein, The vehicle control device restricts the power supply from the energy storage device to the electric motor when it limits the execution of the speed control and the required power is below the power that can be supplied from the generator to the electric motor.

5. The vehicle control device according to claim 3, wherein, The vehicle control device restricts the power supply from the energy storage device to the electric motor when it limits the execution of the speed control and the required power is below the power that can be supplied from the generator to the electric motor.

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