Hybrid vehicle control device

Abstract

To realize acceleration with excellent response while suppressing deterioration in energy efficiency.SOLUTION: In a case where it is determined that a deceleration-required target that requires temporary deceleration is a target that is predicted to require re-acceleration using power of an engine after the deceleration and when a distance to the deceleration-required target is within a predetermined distance, re-acceleration preparation control that facilitates the generation of the power of the engine during the re-acceleration is performed. When re-acceleration that requires the power of the engine is performed after deceleration is performed to the deceleration-required target, re-acceleration can be quickly realized by the engine. At this time, re-acceleration preparation control is performed only for a situation where re-acceleration using the power of the engine is required after the deceleration. In other words, in the situation where re-acceleration using the power of the engine is not required after the deceleration, an opportunity to put the engine into a running state is suppressed. Therefore, acceleration with the excellent response can be realized while suppressing the deterioration in energy efficiency.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device for a hybrid vehicle equipped with an engine and an electric motor. [Background technology]

[0002] Vehicle control devices equipped with a power source and an information acquisition device that acquires road information are well known. For example, there is an automobile cruise control system described in Patent Document 1. Patent Document 1 discloses that the distance from the current vehicle position to a toll gate is estimated based on information from a GPS (Global Positioning System) receiver and an on-board camera, and automatic deceleration is performed before the toll gate. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-83816 Summary of the Invention [Problem to be solved by the invention]

[0004] When a driver recognizes a toll booth, roundabout, stop sign, corner, or other obstacle, they decelerate, possibly stopping, by releasing the accelerator or applying the brakes. It is also well known that hybrid vehicles equipped with a power source including an engine and an electric motor perform intermittent engine control based on the driver's drive demand to improve energy efficiency. Therefore, when a driver accelerates again after deceleration with the engine stopped, if the drive demand cannot be met by the electric motor alone, the engine must be restarted. However, because there is a delay between the start of engine restart and the generation of engine drive torque, the driver may experience a sluggish feeling. In other words, this may result in a delayed acceleration response.

[0005] The present invention has been made against the background of the above circumstances, and its purpose is to provide a control device for a hybrid vehicle that can achieve responsive acceleration while suppressing deterioration in energy efficiency. [Means for solving the problem]

[0006] The gist of a first aspect of the present invention is a control device for a hybrid vehicle including (a) a power source including an engine and an electric motor, and an information acquisition device that acquires road information, the control device including: (b) a power source control unit that performs intermittent control of the engine based on a drive request amount from a driver, and that uses at least the power of the engine for traveling when the drive request amount is equal to or greater than a predetermined request amount; (c) an object determination unit that determines the presence or absence of a deceleration-required object that is an object that requires temporary deceleration based on the road information from the information acquisition device, and determines whether the deceleration-required object is an object that is predicted to require re-acceleration using power of the engine after the deceleration; and (d) a re-acceleration preparation unit that performs re-acceleration preparation control to make it easier to generate power of the engine during the re-acceleration when the object determination unit determines that the deceleration-required object is an object that is predicted to require re-acceleration and the distance to the deceleration-required object is within a predetermined distance. (e) if the deceleration-requiring object is a roundabout or a corner, the object determination unit determines whether the deceleration-requiring object is an object for which re-acceleration is predicted to be required based on the shape of the deceleration-requiring object. The reason is that [Effects of the Invention]

[0007] According to the first aspect of the present invention, when a deceleration target that requires temporary deceleration is determined to be an target predicted to require re-acceleration using engine power after deceleration, if the distance to the deceleration target is within a predetermined distance, re-acceleration preparation control is performed to facilitate engine power generation during re-acceleration. This allows the engine to quickly achieve the required drive force during re-acceleration, which requires engine power, after deceleration relative to the deceleration target. In this case, the re-acceleration preparation control is performed only when re-acceleration using engine power is required after deceleration. In other words, in situations where re-acceleration using engine power after deceleration is not required, the engine is less likely to be in operation. This makes it possible to achieve responsive acceleration while suppressing deterioration in energy efficiency. In addition, if the target where deceleration is required is a roundabout or a corner, the system determines whether the target where deceleration is required is a target where re-acceleration is predicted to be required based on the shape of the target where deceleration is required. This appropriately limits situations where re-acceleration using engine power is required after deceleration. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and control systems for various controls in the vehicle. [Figure 2] 1 is a flowchart illustrating a main part of the control operation of an electronic control device, and is a flowchart illustrating the control operation for realizing responsive acceleration while suppressing deterioration of energy efficiency. [Figure 3] FIG. 1 is a diagram illustrating an example of a re-acceleration scene at an ETC gate. [Figure 4] FIG. 1 is a diagram illustrating an example of a scene in which a vehicle accelerates again in a roundabout. [Figure 5] FIG. 10 is a diagram illustrating an example of a re-acceleration scene when turning right on red. [Figure 6] FIG. 10 is a diagram illustrating an example of a scene in which the vehicle accelerates again at a corner. [Figure 7] FIG. 10 is a diagram illustrating an example of a re-acceleration scene at a "STOP" sign. [Figure 8] FIG. 10 is a diagram illustrating an example of a re-acceleration scene at a "Yield" sign. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0010] Fig. 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates the main parts of the control functions and control systems for various controls in the vehicle 10. In Fig. 1, the vehicle 10 is a hybrid vehicle equipped with an engine 12 and an electric motor MG that function as a power source SP. The vehicle 10 also has drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The power transmission device 16 includes a case 18, which is a non-rotating member attached to the vehicle body, and includes a make-and-break clutch K0, a starting clutch WSC, an automatic transmission 20, a reduction gear mechanism 22, a differential gear 24 connected to the reduction gear mechanism 22, etc. The make-and-break clutch K0 is a clutch provided in the power transmission path between the engine 12 and the electric motor MG. The starting clutch WSC is a clutch provided in the power transmission path between the electric motor MG and the drive wheels 14. The reduction gear mechanism 22 is connected to a transmission output gear 26, which is an output rotating member of the automatic transmission 20.

[0012] The power transmission device 16 also includes a pair of drive shafts 28 connected to the differential gear 24. Inside the case 18, the power transmission device 16 also includes an engine connecting shaft 30 that connects the engine 12 to the on-off clutch K0, an electric motor connecting shaft 32 that connects the on-off clutch K0 to the starting clutch WSC, a mechanical oil pump 34, a transmission member 36 that connects the electric motor connecting shaft 32 to the mechanical oil pump 34, and the like.

[0013] The engine 12 is a known internal combustion engine. An engine control device 50 provided in the vehicle 10 is controlled by an electronic control device 90 (described later), whereby the engine torque Te of the engine 12 is controlled.

[0014] The electric motor MG is connected to the electric motor connecting shaft 32 in the case 18 so as to be capable of transmitting power. The electric motor MG is a known rotating electric machine that functions as a motor that generates mechanical power from electric power and as a generator that generates electric power from mechanical power. The electric motor MG is connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The inverter 52 is controlled by an electronic control device 90 (described later), thereby controlling the MG torque Tm of the electric motor MG.

[0015] The automatic transmission 20 is, for example, a known planetary gear type automatic transmission that includes a planetary gear device and an engagement device CB. The engagement device CB includes, for example, a plurality of known friction engagement devices.

[0016] The on-off clutch K0 and the starting clutch WSC are each, for example, a known friction engagement device. The on-off clutch K0, the starting clutch WSC, and the engagement device CB are each switched between an engaged state, a slip state, a released state, and other operating states, i.e., control states, by hydraulic pressure supplied from a hydraulic control circuit 56 provided in the vehicle 10.

[0017] The mechanical oil pump 34 is driven by a power source SP including the engine 12 and an electric motor MG. In the vehicle 10, hydraulic oil OIL discharged by at least one of the mechanical oil pump 34 and an electric oil pump (not shown) is supplied to a hydraulic control circuit 56.

[0018] The vehicle 10 is equipped with an electronic control device 90 that includes a control device for the vehicle 10. The electronic control device 90 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and executes various controls of the vehicle 10.

[0019] The electronic control device 90 is supplied with various signals (e.g., engine rotation speed Ne, MG rotation speed Nm, input rotation speed Ni, output rotation speed No, accelerator opening θacc, brake-on signal Bon, steering angle θsw, vehicle surroundings information Iard, position information Ivp, navigation information Inavi, etc.) based on detection values ​​from various sensors (engine rotation speed sensor 70, MG rotation speed sensor 72, input rotation speed sensor 74, output rotation speed sensor 76, accelerator opening sensor 78, brake switch 80, steering sensor 82, vehicle surroundings information sensor 84, vehicle position sensor 86, navigation system 88, etc.) provided on the vehicle 10.

[0020] The engine rotation speed Ne is the rotation speed of the engine 12. The MG rotation speed Nm is the rotation speed of the electric motor MG. The input rotation speed Ni is the rotation speed of the transmission input shaft 38. The output rotation speed No is the rotation speed of the transmission output gear 26 corresponding to the vehicle speed V. The accelerator opening θacc is a signal that indicates the magnitude of the driver's acceleration operation, and is the amount of accelerator operation by the driver. The brake-on signal Bon is a signal that indicates the state in which the brake pedal for activating the wheel brakes is being operated by the driver. The steering angle θsw is the steering angle of the steering wheel.

[0021] The vehicle surroundings information sensor 84 includes at least one of, for example, a lidar, a radar, and an on-board camera. The vehicle surroundings information sensor 84 detects objects in front of, on the sides of, and behind the vehicle 10, and outputs object information related to the detected objects as vehicle surroundings information Iard. The vehicle position sensor 86 includes, for example, a GPS antenna. The position information Ivp includes host vehicle position information, which is information indicating the current position of the vehicle 10 on the Earth's surface or a map, based on GPS signals (trajectory signals) transmitted by GPS satellites. The navigation system 88 is a well-known navigation system. The navigation information Inavi includes, for example, map information such as road information and facility information based on map data pre-stored in the navigation system 88. The vehicle surroundings information sensor 84, the vehicle position sensor 86, and the navigation system 88 function as information acquisition devices that acquire road information Ird (vehicle surroundings information Iard, position information Ivp, navigation information Inavi).

[0022] The electronic control device 90 outputs various command signals (e.g., engine control command signal Se, MG control command signal Sm, hydraulic control command signal Sop, etc.) to each device provided in the vehicle 10 (e.g., engine control device 50, inverter 52, hydraulic control circuit 56, etc.).

[0023] The electronic control device 90 includes a power source control means, i.e., a power source control unit 92. The power source control unit 92 controls the operation of the engine 12 and the electric motor MG, thereby performing hybrid drive control using the engine 12 and the electric motor MG.

[0024] The power source control unit 92 calculates a drive demand Qrdem from the driver for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to a drive demand map. The drive demand map is a relationship for calculating the drive demand Qrdem that is determined experimentally or by design and stored in advance, i.e., a predetermined relationship. The drive demand Qrdem is, for example, a required drive torque Trdem [Nm] or a required drive force Frdem [N] at the drive wheels 14. In other words, the required drive torque Trdem is a required drive power Prdem [W] at the current vehicle speed V. The power source control unit 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the electric motor MG so as to realize the drive demand Qrdem, taking into account transmission loss, auxiliary load, the gear ratio of the automatic transmission 20, and the like.

[0025] When the drive demand Qrdem is in a BEV driving region where the drive demand Qrdem is smaller than a predetermined demand Qrdemf, which is a predetermined threshold, the power source control unit 92 establishes the BEV driving mode as a driving mode for driving the vehicle 10. The BEV driving mode is a motor driving mode that enables motor driving (=BEV driving) using only the electric motor MG as a power source when the engine 12 is stopped and the disconnecting clutch K0 is released.

[0026] On the other hand, when the drive demand Qrdem is in the HEV drive range where the drive demand Qrdem is equal to or greater than the predetermined demand Qrdemf, the power source control unit 92 establishes the engine drive mode, i.e., the HEV drive mode, as the drive mode. The HEV drive mode is a hybrid drive mode that enables engine drive, i.e., hybrid drive (=HEV drive), in which the vehicle travels using at least the engine 12 as a power source when the disconnecting clutch K0 is engaged. In this way, the power source control unit 92 performs intermittent control CTess, which switches the engine 12 between an operating state and a stopped state, based on the drive demand Qrdem by the driver. When the drive demand Qrdem is equal to or greater than the predetermined demand Qrdemf, the power source control unit 92 uses at least the power of the engine 12 for travel. The predetermined demand Qrdemf is an engine start threshold that determines whether to start the engine 12.

[0027] On the other hand, even when the drive demand amount Qrdem is in the BEV driving range, the power source control unit 92 establishes the HEV driving mode as the driving mode when the battery 54 needs to be charged or when the engine 12, etc. needs to be warmed up.

[0028] Here, responsive acceleration is realized in situations where the vehicle needs to temporarily slow down and then accelerate again, such as at toll booths, roundabouts (circuit intersections), stop signs ("STOP" signs), yield signs ("Yield" signs), corners, etc. For this purpose, the electronic control device 90 further includes an object determination means, i.e., an object determination unit 94, and a re-acceleration preparation means, i.e., a re-acceleration preparation unit 96.

[0029] The object determination unit 94 recognizes an object for which temporary deceleration is required. For example, the object determination unit 94 determines whether or not there is a deceleration-required object Ors, which is an object for which temporary deceleration is required, based on road information Ird from the vehicle surroundings information sensor 84, the vehicle position sensor 86, and the navigation system 88. The deceleration-required object Ors is, for example, a toll booth, a roundabout, a "Turn on Red," a corner, a "STOP" sign, a "Yield" sign, etc. An example of a toll booth is an ETC (Electronic Toll Collection System) gate. An example of a "Turn on Red" is a right turn allowed when the light is red when vehicles keep to the right.

[0030] The target determination unit 94 determines whether the deceleration target Ors requires a large re-acceleration. For example, the target determination unit 94 determines whether the deceleration target Ors is a target that is predicted to require re-acceleration using the power of the engine 12 after deceleration of the vehicle 10, that is, a re-acceleration prediction target Oac.

[0031] For example, it is desirable to accelerate quickly after passing a toll booth, a "STOP" sign, or a "Yield" sign. When the deceleration-required target Ors is a toll booth, a "STOP" sign, or a "Yield" sign, the target determination unit 94 determines that the deceleration-required target Ors is a re-acceleration prediction target Oac.

[0032] On the other hand, when entering a congested roundabout with a large number of lanes NUtl, it is desirable to accelerate quickly and merge. When the deceleration target Ors is a roundabout, the target determination unit 94 determines that the deceleration target Ors is a re-acceleration prediction target Oac when the number of lanes NUtl is equal to or greater than a predetermined number of lanes NUtlf. Furthermore, in a cornering scenario, the accelerator is pressed down for re-acceleration when the corner radius Rc, which requires deceleration before the corner, is small. When the deceleration target Ors is a corner, the target determination unit 94 determines that the deceleration target Ors is a re-acceleration prediction target Oac when the corner radius Rc is equal to or less than a predetermined radius Rcf. In this way, when the deceleration target Ors is a roundabout or a corner, the target determination unit 94 determines whether the deceleration target Ors is a re-acceleration prediction target Oac based on the shape of the deceleration target Ors.

[0033] On the other hand, in the case of a "Turn on Red," for example, a "right turn on red," it is desirable to accelerate quickly and merge into the lane after the right turn. Since a "right turn on red" involves entering an intersection when the light is red and turning right, it is not possible to determine that the deceleration target Ors is a re-acceleration prediction target Oac simply because it is an intersection. When the deceleration target Ors is an intersection, the target determination unit 94 determines that the deceleration target Ors is a re-acceleration prediction target Oac when the traffic light in the traveling direction is red, the right turn indicator is on, and the vehicle is traveling at a speed V that does not indicate an intention to stop.

[0034] When the target determination unit 94 determines that the deceleration required target Ors is the re-acceleration prediction target Oac, the re-acceleration preparation unit 96 determines whether the distance Dors from the current position of the vehicle 10 to the deceleration required target Ors, i.e., the re-acceleration prediction target Oac, is within a predetermined distance Dorsf. When the re-acceleration preparation unit 96 determines that the distance Dors from the current position of the vehicle 10 to the deceleration required target Ors is within the predetermined distance Dorsf, the re-acceleration preparation unit 96 performs re-acceleration preparation control CTac to facilitate the generation of power from the engine 12 during re-acceleration. The predetermined distance Dorsf is, for example, a predetermined threshold value for determining whether the vehicle 10 has approached the deceleration required target Ors to the extent that it is necessary to facilitate the generation of power from the engine 12 during re-acceleration.

[0035] When the engine 12 is not stopped by the intermittent control CTess, the intermittent control CTess is prohibited and the operating state of the engine 12 is maintained, thereby making it easier for the engine 12 to generate power when accelerating again. Alternatively, when the engine 12 is stopped by the intermittent control CTess, the engine 12 is made easier to start, making it easier for the engine 12 to generate power when accelerating again. The predetermined required amount Qrdemf (engine start threshold) is set to a small value, making it easier for the engine 12 to start.

[0036] When the re-acceleration preparation unit 96 determines that the distance Dors from the current position of the vehicle 10 to the deceleration required target Ors is within the predetermined distance Dorsf, it determines whether the engine 12 has been stopped by the intermittent control CTess. When the re-acceleration preparation unit 96 determines that the engine 12 has not been stopped by the intermittent control CTess, it performs re-acceleration preparation control CTac by prohibiting the intermittent control CTess of the engine 12, which is in operation. When the re-acceleration preparation unit 96 determines that the engine 12 has been stopped by the intermittent control CTess, it performs re-acceleration preparation control CTac by setting the predetermined required amount Qrdemf to a smaller value than when the target determination unit 94 determines that the deceleration required target Ors is not the re-acceleration predicted target Oac.

[0037] Because the re-acceleration preparation control CTac is a control for preparing for re-acceleration, there is no need to continue the re-acceleration preparation control CTac after re-acceleration occurs near the re-acceleration prediction target Oac. The re-acceleration preparation unit 96 cancels the re-acceleration preparation control CTac if a predetermined time TMacf has elapsed since re-acceleration occurred while the re-acceleration preparation control CTac is being executed. In other words, the re-acceleration preparation unit 96 cancels the re-acceleration preparation control CTac when the elapsed time TMac after accelerator depression is equal to or greater than the predetermined time TMacf. The predetermined time TMacf is a predetermined threshold value used to determine, for example, that re-acceleration has occurred and therefore the need for the re-acceleration preparation control CTac has disappeared.

[0038] FIG. 2 is a flowchart illustrating the main control operations of the electronic control device 90, which are executed repeatedly, for example, to achieve responsive acceleration while suppressing deterioration in energy efficiency.

[0039] In FIG. 2 , first, in step S10 (hereinafter, the term "step" will be omitted) corresponding to the function of the target determination unit 94, it is determined whether a deceleration-required target Ors for temporary deceleration has been recognized. If the determination in S10 is negative, the routine is terminated. If the determination in S10 is positive, it is determined in S20, corresponding to the function of the target determination unit 94, whether the magnitude of the deceleration-required target Ors is large and re-acceleration is necessary. If the determination in S20 is negative, the routine is terminated. If the determination in S20 is positive, it is determined in S30, corresponding to the function of the re-acceleration preparation unit 96, whether the distance Dors to the deceleration-required target Ors is within a predetermined distance Dorsf. If the determination in S30 is negative, the routine is terminated. If the determination in S30 is positive, it is determined in S40, corresponding to the function of the re-acceleration preparation unit 96, whether the engine 12 has been stopped by the intermittent control CTess. If the determination in S40 is positive, the engine start threshold (predetermined demand amount Qrdemf) is reduced to a small value in S50, which corresponds to the function of the re-acceleration preparation unit 96. If the determination in S40 is negative, the intermittent control CTess of the engine 12 is prohibited in S60, which corresponds to the function of the re-acceleration preparation unit 96.

[0040] FIG. 3 illustrates an example of a re-acceleration scenario when the deceleration target Ors is a toll gate, e.g., an ETC gate. In FIG. 3, (a) and (b) show the state when the vehicle 10 passes through the ETC gate. The driver decelerates the vehicle 10 before the ETC gate by releasing the accelerator or applying the brake. As shown in the flowchart in (c), after the ETC gate is recognized approximately 200 meters away, for example, and the distance to the ETC gate approaches a predetermined threshold A (e.g., 30 meters), at point A, if the vehicle speed V is equal to or greater than a predetermined vehicle speed, e.g., 50 km / h, the driver is considered to have a strong desire for acceleration or deceleration. Therefore, after the vehicle 10 rapidly decelerates toward the ETC gate and passes through it, the driving demand Qrdem is considered to be large. Therefore, when the vehicle speed V is equal to or greater than the predetermined vehicle speed, the driving demand Qrdem during re-acceleration is set to large. Next, as shown in the flowchart in (d), at point B when the distance to the ETC gate is within a predetermined distance Dorsf of B [m], for example, 10 [m], re-acceleration preparation control CTac is initiated in preparation for re-acceleration. In the re-acceleration preparation control CTac, if the drive demand Qrdem at the time of re-acceleration is set to large, intermittent control CTess of the engine 12 is prohibited. On the other hand, in the re-acceleration preparation control CTac, if the drive demand Qrdem at the time of re-acceleration is not set to large, the engine start threshold is lowered. As a result, re-acceleration after passing through the ETC gate is performed in an operating state of the engine 12 or in a state in which the engine 12 is easily started, thereby achieving acceleration with good response. Next, as shown in the flowchart of (e), if the elapsed time TMac after accelerator depression becomes equal to or greater than a predetermined time TMacf, for example, 3 [sec], or if the distance traveled from the ETC gate position becomes equal to or greater than a predetermined threshold C [m], for example, 30 [m], or if the elapsed time after activation of the re-acceleration preparation control CTac becomes equal to or greater than a predetermined threshold D [sec], for example, 10 [sec], the re-acceleration preparation control CTac is released.

[0041] 4 is a diagram illustrating an example of a re-acceleration scene when the deceleration target Ors is a roundabout. In FIG. 4, (a) shows a state in which the vehicle 10 is traveling through a roundabout. The driver decelerates the vehicle 10 before the roundabout by releasing the accelerator or applying the brake. As shown in the flowchart in (b), after the roundabout is recognized, for example, about 200 [m] before the roundabout, if the number of lanes NUtl of the roundabout is determined to be equal to or greater than a predetermined number of lanes NUtlf, and the distance to the roundabout is within a predetermined distance Dorsf of E [m], for example, 10 [m], and the vehicle speed V is equal to or greater than a predetermined threshold value F [km / h], for example, 1 [km / h], a re-acceleration preparation control CTac is initiated in preparation for re-acceleration. In the re-acceleration preparation control CTac, when the engine 12 is not stopped by the intermittent control CTess, the intermittent control CTess of the engine 12 is prohibited and the engine 12 is maintained in an operating state. On the other hand, when the engine 12 is stopped by the intermittent control CTess, i.e., when the vehicle is running as a BEV, the re-acceleration preparation control CTac lowers the engine start threshold. As a result, when re-accelerating upon entering a roundabout, the engine 12 is re-accelerated in an operating state or in a state in which the engine 12 is easily started, thereby achieving acceleration with good responsiveness. Next, as shown in the flowchart in (c), when the elapsed time TMac after accelerator depression is equal to or greater than a predetermined time TMacf, for example, 3 [sec], when the travel distance from the roundabout entry position is equal to or greater than a predetermined threshold G [m], for example, 30 [m], or when the elapsed time since activation of the re-acceleration preparation control CTac is equal to or greater than a threshold D [sec], for example, 10 [sec], the re-acceleration preparation control CTac is released.

[0042] FIG. 5 is a diagram illustrating an example of a re-acceleration scenario when the deceleration target Ors is a "Turn on Red," e.g., a "right turn on red." In FIG. 5, (a) shows a state in which the vehicle 10 is traveling on the "Turn on Red." The driver decelerates the vehicle 10 before the "Turn on Red" by releasing the accelerator or applying the brake. As shown in the flowchart in (b), after the intersection traffic light is recognized, for example, approximately 100 to 150 meters before the intersection, it is determined that the traffic light is red, and the vehicle is traveling in the right-turn lane, i.e., the rightmost lane of the road. Furthermore, if the distance to the intersection stop line is within a predetermined distance Dorsf of H [m], e.g., 30 [m], and the right-turn indicator is on and the vehicle speed V is equal to or greater than a predetermined threshold I [km / h], e.g., 3 [km / h], a re-acceleration preparation control CTac is initiated in preparation for re-acceleration. In the re-acceleration preparation control CTac, the intermittent control CTess is prohibited or the engine start threshold is lowered based on the state of the engine 12 according to the intermittent control CTess, as in the case of a roundabout shown in Fig. 4. As a result, when re-accelerating during "Turn on Red" driving, the engine 12 is re-accelerated in an operating state or in a state in which the engine 12 is easily started, thereby achieving acceleration with good responsiveness. Next, as shown in the flowchart in (c), when the right turn indicator is released, the steering wheel is returned to its original angle, and the elapsed time TMac after the accelerator is depressed becomes equal to or exceeds a predetermined time TMacf, for example, 3 [sec], or when the travel distance after passing the stop line at the intersection becomes equal to or exceeds a predetermined threshold J [m], for example, 10 [m], the re-acceleration preparation control CTac is released.

[0043] FIG. 6 illustrates an example of a re-acceleration scenario when the deceleration target Ors is a corner. In FIG. 6, (a) shows a state in which the vehicle 10 is traveling around a corner. When the corner radius Rc is small, the driver decelerates the vehicle 10 before the corner. As shown in the flowchart in (b), after a corner is recognized approximately 100 [m] in advance, for example, when the distance to the corner is within K [m] (e.g., 100 [m]) as a predetermined distance Dorsf, if the corner radius Rc is equal to or smaller than a predetermined radius Rcf, for example, 100R, and the vehicle is turning, the re-acceleration preparation control CTac is initiated in preparation for re-acceleration. In the re-acceleration preparation control CTac, the intermittent control CTess is prohibited or the engine start threshold is lowered based on the state of the engine 12 as determined by the intermittent control CTess, as in the case of a roundabout shown in FIG. 4. As a result, when re-accelerating around a corner, the engine 12 is re-accelerated based on the operating state of the engine 12 or in a state in which the engine 12 is easily started, thereby achieving responsive acceleration. Next, as shown in the flowchart of (c), after the turn is completed, if the elapsed time TMac after the accelerator is depressed becomes equal to or greater than a predetermined time TMacf, for example, 3 [sec], or if the elapsed time after the activation of the re-acceleration preparation control CTac becomes equal to or greater than a threshold value D [sec], for example, 10 [sec], the re-acceleration preparation control CTac is released.

[0044] FIG. 7 illustrates an example of a re-acceleration scenario when the deceleration target Ors is a "STOP" sign. In FIG. 7, (a) shows a state in which the vehicle 10 passes a "STOP" sign. The driver decelerates the vehicle 10 before the "STOP" sign. As shown in the flowchart in (b), after the "STOP" sign is recognized approximately 30 meters before the vehicle, the vehicle approaches the stop line of the "STOP" sign within a predetermined distance Dorsf of L [m], e.g., 15 [m]. If the vehicle speed V exceeds a predetermined threshold M [km / h], e.g., 0 [km / h], or if the vehicle speed V does not exceed M [km / h] but the duration since the vehicle stopped is equal to or shorter than a predetermined threshold N [sec], e.g., 1 [sec], the re-acceleration preparation control CTac is initiated in preparation for re-acceleration, and the intermittent control CTess of the engine 12 is prohibited. As a result, the engine 12 is operated during re-acceleration after passing the "STOP" sign, resulting in highly responsive acceleration. Next, as shown in the flowchart of (c), if the elapsed time TMac after accelerator depression becomes equal to or greater than a predetermined time TMacf, for example, 3 [sec], or if the distance traveled from the stop line position becomes equal to or greater than a predetermined threshold value P [m], for example, 10 [m], or if the elapsed time after activation of the re-acceleration preparation control CTac becomes equal to or greater than a threshold value D [sec], for example, 10 [sec], the re-acceleration preparation control CTac is released.

[0045] FIG. 8 is a diagram illustrating an example of a re-acceleration scenario when the deceleration target Ors is a "Yield" sign. In FIG. 8, (a) shows a state in which the vehicle 10 is traveling past a "Yield" sign. The driver decelerates the vehicle 10 in front of the "Yield" sign. As shown in the flowchart in (b), after the "Yield" sign is recognized approximately 30 meters in advance, for example, and the distance to the stop line of the "Yield" sign is within a predetermined distance Dorsf of Q [m], for example, 15 [m], if the vehicle speed V exceeds a predetermined threshold R [km / h], for example, 0 [km / h], or if the vehicle speed V does not exceed R [km / h] but the duration since the vehicle stopped is less than a predetermined threshold S [sec], for example, 1 [sec], a re-acceleration preparation control CTac is initiated in preparation for re-acceleration, and the intermittent control CTess of the engine 12 is prohibited. As a result, after it is confirmed that there are no other vehicles in the lane after the "Yield" sign and that merging is possible, the vehicle is re-accelerated after passing the "Yield" sign with the engine 12 in operation, thereby achieving acceleration with good responsiveness. Next, as shown in the flowchart of (c), when the elapsed time TMac after accelerator depression becomes equal to or exceeds a predetermined time TMacf, for example, 3 [sec], or when the elapsed time after activation of the re-acceleration preparation control CTac becomes equal to or exceeds a threshold value D [sec], for example, 10 [sec], the re-acceleration preparation control CTac is released.

[0046] As described above, according to this embodiment, when it is determined that the deceleration target Ors is the re-acceleration prediction target Oac, if the distance Dors to the deceleration target Ors is within the predetermined distance Dorsf, the re-acceleration preparation control CTac is performed. As a result, after deceleration relative to the deceleration target Ors, the engine 12 can quickly achieve the required driving force Qrdem during re-acceleration, which requires the power of the engine 12. At this time, the re-acceleration preparation control CTac is performed only when re-acceleration using the power of the engine 12 is required after deceleration. In other words, in situations where re-acceleration using the power of the engine 12 is not required after deceleration, the engine 12 is less likely to be in an operating state. Therefore, it is possible to achieve responsive acceleration while suppressing deterioration in energy efficiency.

[0047] Furthermore, according to this embodiment, the re-acceleration preparation control CTac is performed by prohibiting the intermittent control CTess of the engine 12 in an operating state. As a result, the engine 12 is re-accelerated while in an operating state, so that the required driving force Qrdem during re-acceleration can be quickly achieved by the engine 12.

[0048] Furthermore, according to this embodiment, the re-acceleration preparation control CTac is performed by setting the predetermined required amount Qrdemf to a smaller value than when it is determined that the deceleration target Ors is not the re-acceleration predicted target Oac. As a result, the engine 12 is re-accelerated in a state where it is easy to start, so that the required driving amount Qrdem during re-acceleration can be quickly achieved by the engine 12.

[0049] Furthermore, according to this embodiment, if a predetermined time TMacf has elapsed since re-acceleration was performed while the re-acceleration preparation control CTac was being executed, the re-acceleration preparation control CTac is canceled. As a result, after the desired re-acceleration is achieved, the intermittent control CTess of the engine 12 is permitted, the predetermined demand amount Qrdemf is restored, and normal control is performed, thereby achieving a good balance between energy efficiency and power performance.

[0050] Furthermore, according to this embodiment, when the deceleration target Ors is a roundabout or a corner, it is determined whether the deceleration target Ors is a re-acceleration prediction target Oac based on the shape of the deceleration target Ors. This appropriately limits situations in which re-acceleration using the power of the engine 12 is required after deceleration.

[0051] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0052] For example, the present invention can be applied to a hybrid vehicle equipped with the engine 12 and the electric motor MG as a power source in the above-described embodiment. Therefore, for example, an automatic transmission 20 or the like does not need to be provided. In a series hybrid vehicle, the engine 12 can function as a power source if the engine is connected to the drive wheels by engaging a clutch or the like so that power can be transmitted to the drive wheels. Alternatively, in a series hybrid vehicle, the power of the engine is converted into electric power by a generator, and the electric power is used by the electric motor to output drive torque. However, since the source of the drive torque is the power of the engine, the engine can also be considered as a power source.

[0053] In the above-described embodiment, the predetermined time TMacf and threshold values ​​such as the threshold value D may be the same for each re-acceleration scene, or may be different for each scene.

[0054] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0055] 10: Vehicle (hybrid vehicle) 12: Engine 84: Vehicle surroundings information sensor (information acquisition device) 86: Vehicle position sensor (information acquisition device) 88: Navigation system (information acquisition device) 90: Electronic control unit (control unit) 92: Power source control unit 94: Object determination unit 96: Re-acceleration preparation unit MG: Electric motor SP: Power source

Claims

1. A control device for a hybrid vehicle equipped with a power source including an engine and an electric motor, and an information acquisition device that acquires road information, a power source control unit that performs intermittent control of the engine based on a drive demand amount by a driver, and that uses at least the power of the engine for traveling when the drive demand amount is equal to or greater than a predetermined demand amount; an object determination unit that determines whether or not there is an object requiring deceleration, which is an object requiring temporary deceleration, based on the road information from the information acquisition device, and determines whether or not the object requiring deceleration is an object that is predicted to require re-acceleration using power from the engine after the deceleration; a re-acceleration preparation unit that performs re-acceleration preparation control to make it easier for the engine to generate power during the re-acceleration when the target determination unit determines that the target requiring deceleration is a target for which the re-acceleration is predicted to be required and the distance to the target requiring deceleration is within a predetermined distance; Including, A control device for a hybrid vehicle, characterized in that, when the object requiring deceleration is a roundabout or a corner, the object determination unit determines whether the object requiring deceleration is an object that is predicted to require re-acceleration based on the shape of the object requiring deceleration.

2. 2. The control device for a hybrid vehicle according to claim 1, wherein the re-acceleration preparation unit performs the re-acceleration preparation control by prohibiting the intermittent control of the engine when the engine is in operation.

3. 3. The control device for a hybrid vehicle according to claim 1, wherein the re-acceleration preparation unit performs the re-acceleration preparation control by setting the predetermined required amount to a smaller value than when the target determination unit determines that the target requiring deceleration is not a target predicted to require re-acceleration.

4. 2. The control device for a hybrid vehicle according to claim 1, wherein the re-acceleration preparation unit cancels the re-acceleration preparation control when a predetermined time has elapsed since the re-acceleration was performed during execution of the re-acceleration preparation control.

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