JP2016130105A - Vehicle control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control unit capable of improving fuel economy.SOLUTION: A vehicle 1 uses an engine 10 and a motor-generator 60 as drive sources. A control unit 100 of the vehicle 1 executes a cruise-control control such that a velocity of the vehicle 1 is kept in a range from a lower limit vehicle velocity set value to an upper limit vehicle velocity set value. Furthermore, the control unit 100 executes a coasting-travel control such that the vehicle 1 is made to travel in a state of stopping the engine 10 for a period for which the velocity of the vehicle 1 falls down to the lower limit vehicle velocity set value after reaching the upper limit vehicle velocity set value when the cruise-control control is executed. The control unit 100 restricts a regenerative braking force of the motor-generator 60 when executing the coasting-travel control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control apparatus using an engine and a motor generator as drive sources.

  In recent years, vehicles having a cruise control function are known. The cruise control function is a function that maintains the vehicle speed (vehicle speed) at a set value regardless of the driver's accelerator operation. Conventionally, a vehicle described in Patent Literature 1 is known as a vehicle equipped with a cruise control function.

  The vehicle described in Patent Literature 1 includes a control device that executes cruise control control. The control device sets an upper limit vehicle speed setting value and a lower limit vehicle speed setting value for the vehicle speed. When the vehicle speed reaches the upper limit vehicle speed set value during execution of the cruise control control, the control device cuts off the transmission of power between the power source and the drive wheels and causes the vehicle to coast. When the vehicle speed decreases to the lower limit vehicle speed set value due to inertial running, the control device drives the engine to increase the vehicle speed to the upper limit vehicle speed set value. The control device keeps the vehicle speed in the range from the upper limit vehicle speed set value to the lower limit vehicle speed set value by repeatedly performing inertial running and acceleration running of the vehicle. It becomes possible to suppress fuel consumption (fuel consumption) by coasting the vehicle.

JP 2010-525252 A

  By the way, there exists what is called a hybrid vehicle which has an engine and a motor generator as a power source in a vehicle. When the configuration of Patent Document 1 is simply applied to such a hybrid vehicle, the control related to cruise control and the control related to driving of the motor generator are performed independently. In this case, there is a possibility that regenerative braking of the motor generator is performed during execution of cruise control control. By performing regenerative braking of the motor generator during execution of cruise control control, the regenerative power of the motor generator can be charged to the battery. The consumption of fuel can be suppressed by driving the motor generator as an electric motor by this regenerative electric power, and at first glance, it is considered to be effective in improving fuel consumption. However, with this configuration, the regenerative braking of the motor generator is performed while the vehicle is coasting, so the distance of coasting of the vehicle is shortened. That is, the fuel efficiency improvement effect that should be originally obtained by inertial running of the vehicle is reduced by the regenerative braking of the motor generator, and as a result, the fuel efficiency may be deteriorated.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a vehicle control device capable of improving fuel efficiency.

  In order to solve the above problems, the control device (100) of the vehicle (1) using the engine (10) and the motor generator (60) as the drive sources changes the vehicle speed from the lower limit vehicle speed set value to the upper limit vehicle speed set value. Execute cruise control control to keep the range. In addition, the control device, when executing the cruise control control, performs inertial traveling control that causes the vehicle to travel with the engine stopped for a period in which the vehicle speed decreases to the lower limit vehicle speed setting value after reaching the upper limit vehicle speed setting value. Execute. Furthermore, the control device limits the regenerative braking force of the motor generator when executing inertial traveling control.

  According to this configuration, since the regenerative braking force of the motor generator is limited when executing inertial traveling control, the traveling distance of inertial traveling of the vehicle can be extended. Therefore, fuel consumption can be improved.

  According to the present invention, fuel consumption can be improved.

The block diagram which shows schematic structure of the vehicle of 1st Embodiment. (A)-(d) is a graph which shows transition of the vehicle speed V, an engine output, a motor generator output, and regenerative braking force about the control apparatus of the vehicle of 1st Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 1st Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of the 1st modification of 1st Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of the 2nd modification of 1st Embodiment. (A)-(d) is a graph which shows transition of the vehicle speed V, an engine output, a motor generator output, and regenerative braking power about the control apparatus of the vehicle of the 2nd modification of 1st Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 2nd Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 3rd Embodiment. (A)-(d) is a graph which shows transition of the vehicle speed V, an engine output, a motor generator output, and regenerative braking force about the control apparatus of the vehicle of 3rd Embodiment. The block diagram which shows schematic structure of the vehicle of 4th Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 4th Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 5th Embodiment. (A)-(d) is a graph which shows transition of the vehicle speed V, an engine output, a motor generator output, and regenerative braking force about the control apparatus of the vehicle of 5th Embodiment. The block diagram which shows schematic structure of the vehicle of 6th Embodiment. The flowchart which shows the procedure of the process performed by the control apparatus of the vehicle of 6th Embodiment. (A)-(f) is a graph which shows transition of back vehicle distance Lb, the relative speed Vb of the following vehicle, vehicle speed V, an engine output, a motor generator output, and regenerative braking power about the control apparatus of the vehicle of 6th Embodiment. . (A)-(f) is a graph which shows transition of the front inter-vehicle distance Lf, the relative speed Vf of the preceding vehicle, the vehicle speed V, the engine output, the motor generator output, and the regenerative braking force in the vehicle control apparatus of the sixth embodiment. .

<First Embodiment>
Hereinafter, a first embodiment of a vehicle control device will be described. First, an outline of the vehicle will be described.

  As shown in FIG. 1, the vehicle 1 of the present embodiment includes an engine 10, a transmission 20, a generator 30, a battery 40, an inverter 50, a motor generator 60, and a speed reducer 70. Yes.

  The transmission 20 is connected to the output shaft 11 of the engine 10. The transmission 20 has a plurality of engagement elements such as a clutch and a brake, and realizes a required shift stage by selectively engaging or releasing the plurality of engagement elements. Examples of the shift speed include reverse (“R”), neutral (“N”), and 1st to 6th drive (“D”). The transmission 20 shifts the power transmitted from the engine 10 via the output shaft 11 according to the shift speed, and outputs it from the output shaft 21. The output shaft 21 of the transmission 20 is connected to drive wheels 81 via a speed reducer 70 and a drive shaft 80.

  The input shaft 31 of the generator 30 is connected to the end of the output shaft 11 of the engine 10 opposite to the end connected to the transmission 20 via a pulley 82 and a belt 83. That is, the generator 30 generates power based on the drive of the engine 10. The generator 30 charges the battery 40 with the generated power.

  The battery 40 supplies charging power to the inverter 50, an in-vehicle device (not shown), and the like. Moreover, the electric power supplied from the inverter 50 is charged.

  Inverter 50 converts the DC power supplied from battery 40 into AC power, and supplies the AC power to motor generator 60. Inverter 50 converts AC power supplied from motor generator 60 into DC power, and charges battery 40.

  The output shaft 61 of the motor generator 60 is connected to the drive wheels 81 via the speed reducer 70 and the drive shaft 80. The motor generator 60 is driven as an electric motor based on the electric power supplied from the inverter 50, and transmits power to the drive wheels 81 via the speed reducer 70 and the drive shaft 80. Further, the motor generator 60 performs regenerative power generation based on regenerative energy transmitted from the drive wheels 81 via the speed reducer 70 when the vehicle 1 is decelerated, for example. The regenerative power is supplied to the battery 40 via the inverter 50, whereby the battery 40 is charged.

  In the vehicle 1, power is transmitted from at least one of the engine 10 and the motor generator 60 to the drive wheels 81 via the speed reducer 70, whereby the drive wheels 81 rotate and the vehicle 1 travels. Thus, the vehicle 1 is a so-called hybrid vehicle using both the engine 10 and the motor generator 60 as drive sources.

  Next, the electrical configuration of the vehicle 1 will be described.

  The vehicle 1 includes an SOC sensor 90, a rotation speed sensor 91, a vehicle speed sensor 92, an accelerator pedal position sensor 93, a shift position sensor 94, a brake switch 95, a cruise control operation unit 96, and a control device 100.

  The SOC sensor 90 detects an SOC (State Of Charge) value of the battery 40. The SOC value represents the state of charge of the battery 40 in the range of 0% to 100% after defining the fully discharged state as 0% and the fully charged state as 100%. The rotational speed sensor 91 detects the rotational speed Ne of the output shaft 11 of the engine 10. The vehicle speed sensor 92 detects a vehicle speed (vehicle speed) V. The accelerator pedal position sensor 93 detects the depression amount (accelerator opening) Pa of the accelerator pedal. The shift position sensor 94 detects the shift position Ps of the shift lever. The brake switch 95 detects the depression operation of the brake pedal. The cruise control operation unit 96 is for operating the cruise control function of the vehicle 1 and is operated by the driver. The cruise control operation unit 96 can perform, for example, an operation for switching between enabling and disabling the cruise control function of the vehicle 1 and an operation for setting the speed of the vehicle 1 during the cruise control. Outputs of the sensors 90 to 95 and the cruise control operation unit 96 are taken into the control device 100.

  The control device 100 is configured around a microcomputer, and has a CPU, a memory, and the like. The control device 100 controls driving of the engine 10, the transmission 20, the battery 40, and the inverter 50 based on the outputs of the sensors 91 to 95 and the cruise control operation unit 96.

  Specifically, the control device 100 calculates the driving force of the vehicle based on the vehicle speed V, the accelerator opening degree Pa, the shift position Ps, whether or not the brake pedal is depressed, and the necessary driving power is obtained while minimizing fuel consumption. Control signals for the engine 10 and the inverter 50 are set so as to be obtained. The control device 100 transmits the set control signal to the engine 10 and the inverter 50 to drive either the engine 10 or the motor generator 60 or drive both of them to drive the vehicle 1. Perform hybrid travel control to travel.

  The control device 100 performs regenerative braking control that controls driving of the inverter 50 so as to apply a predetermined regenerative braking force to the drive wheels 81 when the vehicle 1 is decelerated. Through this regenerative braking control, a predetermined regenerative braking force is applied from the motor generator 60 to the drive wheels 81, and the motor generator 60 performs regenerative power generation.

  Based on the rotational speed Ne of the engine 10, the accelerator opening degree Pa, the vehicle speed V, the shift position Ps, and the like, the control device 100 sets a target gear stage suitable for the driving state of the vehicle, and based on the target gear stage. To change the gear position of the transmission 20.

  The control device 100 controls charging / discharging of the battery 40 based on the SOC value of the battery 40. For example, control device 100 charges battery 40 by forcibly driving engine 10 when the SOC value of battery 40 falls below a predetermined value by driving motor generator 60 as an electric motor.

  The control device 100 acquires the operation information from the cruise control operation unit 96. For example, when an operation for enabling the cruise control function is performed by the driver, the cruise control operation unit 96 transmits a notification to that effect to the control device 100. Further, when an operation for setting the speed of the vehicle 1 is performed during the execution of the cruise control control, the cruise control operation unit 96 transmits speed setting operation information to that effect to the control device 100. When control device 100 receives a notification that an operation for enabling cruise control has been performed, it executes cruise control control.

  Specifically, when the control device 100 starts the cruise control based on the operation for enabling the cruise control function, the upper limit vehicle speed set value Vmax and the upper limit vehicle speed set value Vmax are set based on the speed setting operation information transmitted from the cruise control operation unit 96. A lower limit vehicle speed set value Vmin is set. For example, the control device 100 sets the vehicle speed at the time when the operation for enabling the cruise control function is performed to the upper limit vehicle speed setting value Vmax. Thereafter, the control device 100 decreases the upper limit vehicle speed set value Vmax by a predetermined value each time a deceleration operation is performed on the cruise control operation unit 96. Control device 100 increases upper limit vehicle speed setting value Vmax by a predetermined value every time a speed increasing operation is performed on cruise control operation unit 96. Furthermore, control device 100 sets a value obtained by subtracting a predetermined value from upper limit vehicle speed setting value Vmax as lower limit vehicle speed setting value Vmin.

  The control device 100 sets the upper limit vehicle speed set value Vmax and the lower limit vehicle speed set value Vmin as described above, and then controls the vehicle speed V and the output of the engine 10 as shown in FIGS. . That is, when the vehicle speed V reaches the lower limit vehicle speed set value Vmin, the control device 100 drives the engine 10 and executes acceleration control for increasing the vehicle speed V to the upper limit vehicle speed set value Vmax. Moreover, the control apparatus 100 performs the process shown by FIG. 3 during the period which is performing acceleration control.

  As shown in FIG. 3, control device 100 determines whether or not vehicle speed V has reached upper limit vehicle speed set value Vmax (step S1). When the vehicle speed V has not reached the upper limit vehicle speed set value Vmax (step S1: NO), the control device 100 continues the acceleration control (step S6).

  When vehicle speed V reaches upper limit vehicle speed set value Vmax (step S1: YES), control device 100 stops engine 10 (step S2) and sets the gear stage of transmission 20 to neutral (step S2). S3) The vehicle is coasted. Control device 100 prohibits regenerative braking control of motor generator 60, thereby setting the regenerative braking force of motor generator 60 to zero (step S4) and setting the output of motor generator 60 as an electric motor to zero. (Step S5). Hereinafter, for convenience, the output of the motor generator 60 as an electric motor is abbreviated as “output of the motor generator 60”.

Next, the operation of the control device 100 of this embodiment will be described.
As shown in FIG. 2 (a), when the vehicle speed V reaches the upper limit vehicle speed set value Vmax at time t1, the control device 100 stops the engine 10 as shown in FIG. 2 (b). As shown in FIGS. 2C and 2D, the output of the motor generator 60 is set to zero during the period from time t1 to time t2 when the vehicle speed V decreases to the lower limit vehicle speed set value Vmin, and the motor The vehicle 1 travels inertially with the regenerative braking force of the generator 60 set to zero. When the vehicle speed V decreases to the lower limit vehicle speed set value Vmin at time t2, the control device 100 accelerates the vehicle 1 by restarting the engine 10 as shown in FIG. 2B, and FIG. ), The vehicle speed V is increased again to the upper limit vehicle speed set value Vmax. Thereafter, the control device 100 alternately performs acceleration control and inertial running control of the vehicle 1.

  According to the control device 100 of the present embodiment described above, the operations and effects shown in the following (1) and (2) can be obtained.

  (1) When the vehicle 1 is coasting while the cruise control control is being performed, the regenerative braking force applied to the drive wheels 81 becomes zero, so that the kinetic energy of the vehicle can be utilized as it is for traveling of the vehicle. . That is, since the loss of kinetic energy of the vehicle 1 during the period when the vehicle is coasting can be reduced, the traveling distance of the vehicle can be extended. Therefore, fuel consumption can be improved. In addition, when the motor generator 60 performs regenerative power generation based on regenerative energy, there is an energy loss, so that the vehicle is coasted without performing regenerative power generation has a greater effect of improving fuel efficiency.

  (2) Since the output of the motor generator 60 is set to zero when the vehicle 1 is coasting during execution of the cruise control control, the power consumption of the battery 40 can be suppressed.

(First modification)
Next, the 1st modification of the control apparatus 100 of 1st Embodiment is demonstrated.
As shown in FIG. 4, the control device 100 of the present modification limits the regenerative braking force of the motor generator 60 instead of the process of step S <b> 4 shown in FIG. 3 (step S <b> 7). Specifically, control device 100 executes regenerative braking control of motor generator 60 so that the regenerative braking force applied from motor generator 60 to drive wheels 81 is weaker than usual.

  Even with such a configuration, compared with the case where the regenerative braking control is normally performed during inertial traveling of the vehicle 1, the traveling distance of the inertial traveling of the vehicle can be extended, so that the fuel consumption can be improved. It is.

(Second modification)
Next, a second modification of the control device 100 according to the first embodiment will be described.
As shown in FIG. 5, the control device 100 of the present modification executes a process of limiting the output of the motor generator 60 instead of the process of step S <b> 4 shown in FIG. 3 (step S <b> 8). Specifically, control device 100 executes drive control of motor generator 60 so that the output of motor generator 60 is smaller than normal.

  Even in such a configuration, the power consumption of the battery 40 can be suppressed as compared with the case where the drive control of the motor generator 60 is performed as usual during inertial traveling of the vehicle 1. Further, as shown in FIGS. 6A to 6D, when the output of the motor generator 60 is set to a predetermined value α when the vehicle 1 is coasting in the cruise control control, it is shown in FIG. As described above, the change in the vehicle speed V can be reduced. That is, the deceleration acceleration of the vehicle 1 can be reduced. Thereby, since the situation where acceleration and deceleration of the vehicle 1 are frequently performed can be avoided, the riding comfort of the vehicle 1 can be improved.

Second Embodiment
Next, a second embodiment of the control device 100 will be described. Hereinafter, the description will focus on differences from the control device 100 of the first embodiment.

  As shown in FIG. 7, the control device 100 according to the present embodiment performs the process shown in FIG. 7 for a predetermined calculation cycle during the period in which the vehicle 1 is coasting after executing the process shown in FIG. 3. Repeatedly.

  As shown in FIG. 7, the control device 100 first determines whether or not the vehicle 1 is decelerating rapidly (step S10). Specifically, the control device 100 sequentially calculates the changing speed, that is, the acceleration of the vehicle 1 based on time-series data of the vehicle speed V detected through the vehicle speed sensor 92. The control device 100 determines whether or not the deceleration acceleration of the vehicle 1 is greater than or equal to a predetermined value based on the calculated value of the acceleration. If the deceleration acceleration is greater than or equal to the predetermined value, the vehicle 1 is suddenly decelerated. Judge that

  When it is determined that the vehicle 1 is decelerating rapidly (step S10: YES), the control device 100 determines whether the remaining battery level of the battery 40 is equal to or greater than a predetermined value (step S11). Specifically, control device 100 determines that the remaining battery level of battery 40 is equal to or greater than a predetermined value when the SOC value of battery 40 is equal to or greater than a predetermined value. The predetermined value is set, for example, to a value that is the same as or greater than the value at which forced driving of the engine 10 is executed. When control device 100 determines that the remaining battery level of battery 40 is greater than or equal to a predetermined value (step S11: YES), it drives motor generator 60 within a predetermined output range (step S12). The predetermined output range is set in advance through experiments or the like so that sudden deceleration of the vehicle 1 can be mitigated.

  Control device 100 ends the process when vehicle 1 is not decelerating rapidly (step S10: NO) or when the remaining battery level of battery 40 is less than a predetermined value (step S11: NO).

  According to the control device 100 of the present embodiment described above, the operations and effects shown in the following (3) and (4) can be further obtained.

  (3) When the vehicle 1 is decelerated while the vehicle 1 is coasting, the motor generator 60 is driven within a predetermined output range, so that the sudden deceleration of the vehicle 1 is mitigated. Therefore, the riding comfort of the vehicle 1 can be improved.

  (4) Since the motor generator 60 is driven only when the remaining battery level of the battery 40 is equal to or greater than a predetermined value, the engine 10 is not forcibly driven by the driving of the motor generator 60. Therefore, it is possible to accurately avoid the deterioration of fuel consumption due to the forced drive of the engine 10.

<Third Embodiment>
Next, a third embodiment of the control device 100 will be described. Hereinafter, the difference from the first embodiment will be mainly described.

  The control apparatus 100 of this embodiment performs the process shown by FIG. That is, the control device 100 determines whether or not the vehicle 1 is traveling on a downhill (step S20). Specifically, the acceleration of the vehicle 1 is sequentially calculated based on time-series data of the vehicle speed V detected through the vehicle speed sensor 92. The control device 100 determines whether or not the vehicle 1 is traveling downhill based on the change amount of the calculated value of the acceleration.

  When control device 100 determines that vehicle 1 is traveling on a downhill (step S20: YES), control device 100 gradually increases upper limit vehicle speed set value Vmax from reference value Vmaxb by a preset correction value ΔV. (Step S21). The reference value Vmaxb is a value set based on the operation of the cruise control operation unit 96 by the driver. The correction value ΔV is set to “5 km / h”, for example. Further, the control device 100 determines whether or not the vehicle 1 has completed the downhill travel (step S22), and determines that the vehicle 1 has completed the downhill travel (step S22: YES). The upper limit vehicle speed set value Vmax is gradually returned to the reference value Vmaxb (step S23).

  When the vehicle 1 is not traveling downhill (step S20: NO), the control device 100 ends the process.

Next, an operation example of the control device 100 of the present embodiment will be described.
As shown in FIGS. 9A to 9D, when the vehicle 1 starts traveling on the downhill at time t1, the upper limit vehicle speed set value Vmax gradually increases to “Vmaxb + ΔV”. As a result, as shown in FIG. 9A, the vehicle speed V can be increased to the corrected upper limit vehicle speed set value Vmax (= Vmaxb + ΔV). When the vehicle 1 finishes traveling on the downhill at time t10, the upper limit vehicle speed set value Vmax is gradually returned to the reference value Vmaxb.

  According to the control device 100 of the present embodiment described above, the operation and effect shown in the following (5) can be further obtained.

  (5) Since the vehicle speed V at the start of inertial travel increases, the travel distance of inertial travel of the vehicle 1 can be extended. Therefore, fuel consumption can be further improved.

<Fourth embodiment>
Next, a fourth embodiment of the control device 100 will be described. Hereinafter, the description will focus on differences from the control device 100 of the third embodiment.

  As shown in FIG. 10, the vehicle 1 of the present embodiment further includes a wheel speed sensor 97. The wheel speed sensor 97 detects the rotational speeds ωa and ωb of the left and right drive wheels 81 of the vehicle, respectively. In the present embodiment, the vehicle speed sensor 92 and the wheel speed sensor 97 correspond to a traveling state detection unit that detects the traveling state of the vehicle.

  The control device 100 calculates the grip degree G of the tires of the drive wheels 81 based on the rotational speeds ωa and ωb of the left and right drive wheels 81 detected by the wheel speed sensor 97. As shown in FIG. 11, when it is determined that the vehicle 1 is traveling downhill (step S20: YES), the control device 100 sets a correction value ΔV based on the vehicle speed V and the grip degree G ( Step S24). For example, the control device 100 sets the correction value ΔV to a smaller value as the vehicle speed V becomes slower. This is to prevent the vehicle speed V from being excessively increased in the low speed region. Further, the control device 100 sets the correction value ΔV to a smaller value as the grip degree G becomes smaller. This is to prevent the vehicle 1 from slipping.

  According to the control device 100 of the present embodiment described above, it is possible to further obtain the operations and effects shown in the following (6).

  (6) The correction value ΔV is set based on the vehicle speed V, the grip degree G, etc., that is, based on the running state of the vehicle. Therefore, more appropriate cruise control control according to the traveling state of the vehicle can be realized.

<Fifth Embodiment>
Next, a fifth embodiment of the control device 100 will be described. Hereinafter, the difference from the third embodiment will be mainly described.

  As shown in FIG. 12, the control device 100 of this embodiment monitors whether or not the vehicle speed V exceeds the corrected upper limit vehicle speed setting value Vmax after increasing the upper limit vehicle speed setting value Vmax by the correction value ΔV. (Step S30). When vehicle speed V exceeds corrected upper limit vehicle speed set value Vmax (step S30: YES), control device 100 applies regenerative braking force from motor generator 60 to drive wheels 81 by executing regenerative braking control. (Step S31). When the process of step S30 is executed, or when the vehicle speed V does not exceed the corrected upper limit vehicle speed set value Vmax (step S30: NO), the control device 100 executes the determination process of step S22.

Next, an operation example of the control device 100 of the present embodiment will be described.
As shown in FIGS. 13A to 13D, when the vehicle 1 starts to travel downhill at time t1, the upper limit vehicle speed set value Vmax increases to “Vmaxb + ΔV”. Thereafter, as shown in FIG. 13 (a), when the vehicle speed V reaches the corrected upper limit vehicle speed set value Vmax at time t11, the motor generator 60 moves to the drive wheels 81 as shown in FIG. 13 (d). Regenerative braking force is applied.

  According to the control device 100 of the present embodiment described above, it is possible to obtain the operations and effects shown in the following (7).

  (7) Since the regenerative braking force is applied to the drive wheels 81, acceleration of the vehicle 1 exceeding the corrected upper limit vehicle speed set value Vmax can be suppressed, and thus the safety of traveling of the vehicle 1 can be improved. it can.

<Sixth Embodiment>
Next, a sixth embodiment of the control device 100 will be described. Hereinafter, the description will focus on differences from the control device 100 of the first embodiment.

  As shown in FIG. 14, the vehicle 1 according to the present embodiment further includes a front inter-vehicle distance sensor 98 as a front inter-vehicle distance detection unit and a rear inter-vehicle distance sensor 99 as a rear inter-vehicle distance detection unit.

  The front inter-vehicle distance sensor 98 detects a front inter-vehicle distance Lf that is a distance between the vehicle 1 and the preceding vehicle. The rear inter-vehicle distance sensor 99 detects a rear inter-vehicle distance Lb that is a distance between the vehicle 1 and the following vehicle. The front inter-vehicle distance sensor 98 and the rear inter-vehicle distance sensor 99 include, for example, a millimeter wave radar or a laser radar. Outputs of the sensors 98 and 99 are taken into the control device 100.

  The control device 100 executes the processing shown in FIG. 15 at a predetermined cycle using the front inter-vehicle distance sensor 98 and the rear inter-vehicle distance sensor 99.

  That is, the control device 100 first detects the rear inter-vehicle distance Lb by the rear inter-vehicle distance sensor 99 (step S40) and calculates the relative speed Vb of the following vehicle with respect to the vehicle 1 (step S41). Specifically, the control device 100 sequentially calculates the relative speed Vb of the subsequent vehicle with respect to the vehicle 1 by calculating the change speed based on the time-series data of the rear inter-vehicle distance Lb. The relative speed Vb of the following vehicle is defined as a positive value for the speed in the direction approaching the vehicle 1 and a negative value for the direction away from the vehicle 1. Thus, the rear inter-vehicle distance sensor 99 also functions as a rear relative vehicle speed detection unit.

  The control device 100 calculates a correction value ΔVα for the lower limit vehicle speed set value Vmin based on the rear inter-vehicle distance Lb and the relative speed Vb of the following vehicle (step S42). The correction value ΔVα is set not only to a positive value but also to a negative value.

  Specifically, the control device 100 has a three-dimensional map or table indicating the relationship among the rear inter-vehicle distance Lb, the relative speed Vb of the following vehicle, and the lower limit vehicle speed set value Vmin. In this three-dimensional map or table, the rear vehicle distance Lb is shortened and the relative speed Vb of the succeeding vehicle is increased so that the vehicle 1 does not get too close to the succeeding vehicle during inertial traveling of the vehicle 1 under cruise control control. The correction value ΔVα is calculated such that the lower limit vehicle speed set value Vmin is increased as the value increases in the direction of.

  On the other hand, as the rear inter-vehicle distance Lb increases and the relative speed Vb of the succeeding vehicle increases in the negative direction, a situation in which the vehicle 1 becomes too close to the succeeding vehicle is less likely to occur. In such a situation, if the lower limit vehicle speed set value Vmin is shortened, the travel distance of inertial traveling is extended, so that the fuel consumption can be improved. Therefore, in the above three-dimensional map or table, the correction value ΔVα is calculated such that the lower limit vehicle speed setting value Vmin decreases as the rear inter-vehicle distance Lb increases and the relative speed Vb of the succeeding vehicle increases in the negative direction. It has become so.

  After calculating the correction value ΔVα (step S42), the control device 100 corrects the lower limit vehicle speed setting value Vmin by adding the correction value ΔVα to the reference value Vminb of the lower limit vehicle speed setting value Vmin (step S43). For example, the reference value Vminb is set to a value obtained by subtracting a predetermined value from the reference value Vmaxb of the upper limit vehicle speed setting value Vmax.

  Following the process of step S43, the control device 100 detects the front inter-vehicle distance Lf by the front inter-vehicle distance sensor 98 (step S44), and calculates the relative speed Vf of the preceding vehicle with respect to the vehicle 1 (step S45). Specifically, the control device 100 sequentially calculates the relative speed Vf of the preceding vehicle with respect to the vehicle 1 by calculating the change speed based on the time-series data of the front inter-vehicle distance Lf. The relative speed Vf of the preceding vehicle is defined as a positive value in the direction away from the vehicle 1 and a negative value in the direction approaching the vehicle 1. Thus, the front inter-vehicle distance sensor 98 also functions as a front relative vehicle speed detection unit.

  The control device 100 calculates a correction value ΔVβ for the upper limit vehicle speed set value Vmax based on the front inter-vehicle distance Lf and the relative speed Vf of the preceding vehicle (step S46). The correction value ΔVβ is set not only to a positive value but also to a negative value.

  Specifically, the control device 100 has a three-dimensional map or table showing the relationship between the front inter-vehicle distance Lf, the relative speed Vf of the preceding vehicle, and the upper limit vehicle speed set value Vmax. In this three-dimensional map or table, as the vehicle-to-vehicle distance Lf decreases and the relative speed Vf of the preceding vehicle increases in the negative direction so that the vehicle 1 does not approach the preceding vehicle too much during acceleration control for cruise control. Then, a correction value ΔVβ that reduces the upper limit vehicle speed set value Vmax is calculated.

  On the other hand, as the front inter-vehicle distance Lf increases and the relative speed Vb of the preceding vehicle increases in the positive direction, a situation in which the vehicle 1 becomes too close to the preceding vehicle is less likely to occur. In such a situation, if the upper limit vehicle speed set value Vmax is increased, the travel distance of inertial traveling is extended, and thus fuel efficiency can be improved. Therefore, in the above three-dimensional map or table, the correction value ΔVβ is calculated so as to increase the upper limit vehicle speed set value Vmax as the front inter-vehicle distance Lf increases and the relative speed Vf of the preceding vehicle increases in the positive direction. The

  After calculating correction value ΔVβ (step S46), control device 100 corrects upper limit vehicle speed set value Vmax by adding correction value ΔVβ to reference value Vmaxb of upper limit vehicle speed set value Vmax (step S47).

  According to the control device 100 of the present embodiment described above, the operations and effects shown in the following (8) and (9) can be obtained.

  (8) As shown in FIGS. 16A to 16F, the lower limit vehicle speed set value Vmin increases as the rear inter-vehicle distance Lb decreases and the relative speed Vb of the succeeding vehicle increases in the positive direction. Thereby, compared with the case where lower limit vehicle speed setting value Vmin is not corrected, the period during which vehicle 1 is coasting is shortened. In other words, since the acceleration of the vehicle starts earlier, it is possible to avoid the vehicle 1 being too close to the following vehicle. Although illustration is omitted, the lower limit vehicle speed set value Vmin decreases as the rear inter-vehicle distance Lb increases and the relative speed Vb of the succeeding vehicle increases in the negative direction. Thereby, compared with the case where the lower limit vehicle speed set value Vmin is not corrected, the period during which the vehicle 1 performs inertial running becomes longer, so that the fuel consumption of the vehicle 1 can be improved.

  (9) As shown in FIGS. 17A to 17F, the upper limit vehicle speed set value Vmax decreases as the front inter-vehicle distance Lf decreases and the relative speed Vb of the preceding vehicle increases in the negative direction. Thereby, compared with the case where the upper limit vehicle speed set value Vmax is not corrected, the vehicle speed V when the inertial traveling of the vehicle is started becomes slow, so that the vehicle 1 can be prevented from being too close to the preceding vehicle. Although illustration is omitted, the upper limit vehicle speed set value Vmax increases as the front inter-vehicle distance Lf increases and the relative speed Vb of the preceding vehicle increases in the positive direction. Thereby, compared with the case where the upper limit vehicle speed set value Vmax is not corrected, the vehicle speed V when the inertial traveling of the vehicle is started is increased, so that the traveling distance of the inertial traveling can be extended. Therefore, fuel consumption can be improved.

<Other embodiments>
Each said embodiment can also be implemented with the following forms.
-The control apparatus 100 of 3rd Embodiment may change suitably the method of determining a downhill in the process of step S20 shown by FIG.

  -The control apparatus 100 of 4th Embodiment may use the imaging device etc. which image the front of the vehicle 1 as a driving state detection part which detects the driving state of a vehicle. In this case, for example, the control device 100 calculates the curvature radius of the road ahead of the vehicle 1 based on image information captured by the imaging device, and calculates the correction value ΔV based on the curvature radius. Control device 100 may calculate correction value ΔV based on the inter-vehicle distance from the preceding vehicle. In short, the control device 100 only needs to calculate the correction value ΔV based on the traveling state of the vehicle.

  -The structure of the vehicle 1 can be changed suitably. In short, the vehicle 1 only needs to use an engine and a motor generator as drive sources.

  -This invention is not limited to said specific example. That is, the above-described specific examples that are appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements included in each of the specific examples described above, their arrangement, conditions, and the like are not limited to those illustrated, and can be changed as appropriate. Moreover, each element with which embodiment mentioned above is provided can be combined as long as it is technically possible, and the combination of these is also included in the scope of the present invention as long as it includes the features of the present invention.

1: Vehicle 10: Engine 40: Battery 60: Motor generator 92: Vehicle speed sensor (running state detection unit)
97: Wheel speed sensor (running state detector)
98: Front inter-vehicle distance sensor (front inter-vehicle distance detection unit, front relative vehicle speed detection unit)
99: Rear inter-vehicle distance sensor (rear inter-vehicle distance detection unit, rear relative vehicle speed detection unit)
100: Control device

Claims (8)

A control device (100) for a vehicle (1) using an engine (10) and a motor generator (60) as drive sources,
While performing cruise control control to maintain the speed of the vehicle in the range from the lower limit vehicle speed set value to the upper limit vehicle speed set value,
Inertia travel control that causes the vehicle to travel with the engine stopped for a period when the speed of the vehicle decreases to the lower limit vehicle speed setting value after the vehicle speed reaches the upper limit vehicle speed setting value when the cruise control control is executed. Run
A vehicle control device that limits a regenerative braking force of the motor generator when the inertial running control is executed. The vehicle control device according to claim 1,
A vehicle control device that limits the output of the motor generator when the inertial running control is executed. The vehicle control device according to claim 2,
A battery (40) for supplying electric power to the motor generator;
When executing the inertial running control, if it is determined that the vehicle is decelerating suddenly, the vehicle should be prevented from suddenly decelerating on condition that the remaining battery level of the battery is equal to or greater than a predetermined value. A vehicle control apparatus for driving the motor generator. In the control apparatus of the vehicle as described in any one of Claims 1-3,
A control apparatus for a vehicle, characterized in that when it is determined that the vehicle is traveling on a downhill, the upper limit vehicle speed setting value is corrected. In the vehicle control device according to any one of claims 1 to 4,
A driving state detecting unit (92, 97) for detecting the driving state of the vehicle;
A vehicle control apparatus that sets a correction value for increasing the upper limit vehicle speed setting value based on a running state of the vehicle. The vehicle control device according to claim 4 or 5,
When the speed of the vehicle reaches the corrected upper limit vehicle speed set value, a regenerative braking force is applied from the motor generator to the drive wheels of the vehicle. In the vehicle control apparatus according to any one of claims 1 to 6,
A rear inter-vehicle distance detector (99) that detects a rear inter-vehicle distance that is a distance between the vehicle and the following vehicle;
A rear relative vehicle speed detector (99) for detecting a relative speed of the succeeding vehicle with respect to the vehicle;
The vehicle control device, wherein the lower limit vehicle speed setting value is corrected based on the rear inter-vehicle distance and the relative speed of the succeeding vehicle. In the control apparatus of the vehicle as described in any one of Claims 1-7,
A front inter-vehicle distance detection unit (98) that detects a front inter-vehicle distance that is a distance between the vehicle and the preceding vehicle;
A forward relative vehicle speed detector (98) for detecting a relative speed of the preceding vehicle with respect to the vehicle,
The vehicle control apparatus, wherein the upper limit vehicle speed set value is corrected based on the front inter-vehicle distance and the relative speed of the preceding vehicle.

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