WO2024013961A1 - Method and device for controlling vehicle - Google Patents

Abstract

This vehicle having an automatic driving function is provided with: an alternator (2); a starter motor (5); a load A group (21) including one of two automatic driving electric loads constituting a redundant system and a load B group (22) including the other thereof; a lead-acid battery (6); and a backup lithium ion battery (7). The start of fuel efficiency improvement control such as idling stop control is permitted on the condition that an SOC of the lead-acid battery (6) and an SOC of the lithium ion battery (7) are higher than first prescribed values (LABSOC2 and LiBSOC1). The first prescribed values are higher than second prescribed values (LABSOC3 and LibSOC2) showing a state of charge in which output of power necessary for automatic driving is enabled.

Description

Vehicle control method and device

The present invention relates to vehicle control that appropriately combines securing power for an electric load for automatic driving and fuel efficiency improvement control such as idling stop control in a vehicle having an automatic driving function.

For vehicles with automatic driving functions (including so-called driving support functions) in which the control system operates the vehicle's steering, brakes, etc., the power supply for the electric loads for automatic driving, including the electric actuators and their control circuits that realize the operation. As such, a highly reliable power supply configuration is required.

Patent Document 1 describes, in addition to a main battery made of a lead battery that supplies power to electrical loads necessary for normal driving, an additional battery made of a lithium ion battery that supplies power to electrical loads for automatic driving such as ADAS actuators. A configuration is disclosed. This circuit is divided into a first load circuit that includes a main battery and a general electrical load, and a second load circuit that includes an additional battery and an electrical load for automatic operation, and a circuit intermittent mechanism is provided between the two. ing. Then, voltage fluctuations in each load circuit are monitored to control disconnection and connection of both load circuits.

However, this Patent Document 1 does not disclose fuel efficiency improvement control that involves stopping power generation, such as idling stop control, and does not disclose how the circuit intermittent mechanism is controlled when fuel efficiency improvement control is applied. do not have.

Patent Document 2 discloses that in a vehicle with an automatic driving function, when it is detected that the alternator has failed, a period of time during which the alternator can be operated is determined, and the steering is switched to automatic operation by the end of this possible operation time. It is disclosed that a voice message or the like is outputted so that the manual operation is transferred from the original to the manual operation.

However, Patent Document 2 does not disclose how to achieve both fuel efficiency improvement control such as idling stop control and securing power for automatic driving.

Japanese Patent Application Publication No. 2017-177857 Japanese Patent Application Publication No. 2017-099249

The vehicle control method according to the present invention includes:
engine and
a generator driven by the engine;
an electricity storage device that is charged with the electric power generated by the generator and supplies electric power necessary for automatic operation of the vehicle to an electric load for automatic operation;
Equipped with
permitting the start of fuel efficiency improvement control to reduce the drive energy of the generator on the condition that the state of charge of the electricity storage device is higher than a first predetermined value;
The first predetermined value is higher than the second predetermined value, which is a state of charge in which the power storage device can output power necessary for automatic operation.

It is possible to reduce the drive energy of the generator and, in turn, reduce fuel consumption, through fuel efficiency improvement controls such as idling stop control that stops the engine and power generation control that reduces the amount of power generated by the generator to substantially zero. In the present invention, the start of fuel efficiency improvement control is permitted on the condition that the state of charge of the power storage device that supplies power to the electric load for automatic operation is higher than the first predetermined value, and is not permitted when the state of charge is lower than the first predetermined value. As a result, the state of charge of the power storage device tends to be maintained higher than the second predetermined value, and power supply to the automatic driving electric load is ensured.

FIG. 1 is an explanatory diagram showing a system configuration of a power supply system according to an embodiment. FIG. 2 is an explanatory diagram showing the basic operation of a power supply system according to an embodiment. A time chart showing charging and discharging of a lead acid battery and a lithium ion battery during idling stop control. FIG. 3 is an explanatory diagram showing operations in idling stop control. FIG. 3 is an explanatory diagram showing the relationship between a first predetermined value and a second predetermined value for each of a lead acid battery and a lithium ion battery.

Hereinafter, one embodiment of the present invention will be described in detail based on the drawings.

FIG. 1 is an explanatory diagram showing the system configuration of a power supply system in a vehicle having an automatic driving function according to an embodiment. The vehicle of one embodiment is basically a vehicle that runs on the power of the engine 1. As the engine 1, for example, a spark ignition engine, that is, a gasoline engine can be used, but a diesel engine that performs compression self-ignition may also be used. The engine 1 includes a generator, such as an alternator 2. The alternator 2 is driven by a crank pulley 4 of the engine 1 via a belt transmission mechanism 3. The engine 1 further includes a starter motor 5 as a starting motor. The starter motor 5 is of a general type and includes a pinion that engages and disengages from a ring gear (not shown) of the engine 1.

A vehicle includes a large number of electrical loads, and in one embodiment, the large number of electrical loads are roughly divided into a load A group 21 and a load B group 22, as schematically shown in FIG. Load group A 21 includes various electrical loads necessary for running a general vehicle, such as the fuel system, ignition system, and control system of the engine 1, lighting, air conditioners, electrical components such as audio, etc. It will be done. The load A group 21 further includes a load (corresponding to the first electrical load in the claims) of one system of electrical loads for automatic operation necessary for automatic operation of a vehicle configured as a redundant system. There is.

The load B group 22 includes the load of the other system of the automatic driving electric loads (corresponding to the second electric load in the claims) necessary for automatic operation of the vehicle configured as a redundant system.

These two electrical loads for automatic operation configured as a redundant system have substantially the same functions. For example, in a level 2 autonomous driving function, the throttle valve of engine 1 and the vehicle's brakes are controlled by the driving support system via an electric actuator, and the steering operation of the vehicle is controlled by the driving support system via an electric power steering device. controlled. The actuators, control circuits, etc. that are responsible for such automatic driving require a redundant system so that if one fails, the other can maintain its function.

For example, an electric power steering device has a configuration including two motor sections and two motor drive control circuit sections that are redundant with each other. In this case, one motor section and the corresponding drive control circuit section correspond to the first electric load included in the load A group 21, and the other motor section and the corresponding drive control circuit section correspond to the first electric load included in the load B group 22. This corresponds to 2 electrical loads.

The power supply system of one embodiment includes two secondary batteries that temporarily store electric power generated by the alternator 2. That is, it includes a lead acid battery 6 which corresponds to a first power storage device in the claims, and a lithium ion battery 7 which corresponds to a second power storage device. The lead-acid battery 6 is a so-called 12V battery that is often used as an on-board battery for automobiles, and a battery with an appropriate capacity is used in consideration of the load A group 21 and the load B group 22 as a whole. The lithium ion battery 7 is a type of backup power source that is mainly used to secure power for the electric loads for automatic operation in the load group B 22. For example, a battery with a relatively smaller capacity than the lead acid battery 6 may be used. used. Note that lithium ion batteries generally have lower internal resistance and better charge/discharge characteristics than lead acid batteries. The lithium ion battery 7 has the same voltage as the lead acid battery 6 by adjusting the number of cells.

The lead-acid battery 6 has a built-in current/voltage sensor 8 that detects the current and voltage of the lead-acid battery 6. The current/voltage sensor 8 detects current and voltage during charging and discharging, and based on these, the amount of charge (SOC) of the lead-acid battery 6 is estimated. The lithium ion battery 7 includes a battery management system (BMS) 9 and a LiB relay 10 inside a battery pack containing cells. The battery management system 9 detects voltage and current on a cell-by-cell basis to suppress overcharging and overdischarging, as well as equalizing cell voltages and calculating the amount of charge (SOC). It also has the function of detecting cell temperature and monitoring overcurrent, and protecting the lithium ion battery 7 by cutting off the LiB relay 10 at abnormally high temperatures or overcurrent, for example. Note that the LiB relay 10 is a relay with contacts, and corresponds to a second disconnection device in the claims.

The lead-acid battery 6 is connected to the alternator 2, starter motor 5, and load A group 21 as a main circuit 11. A lithium ion battery 7 containing a LiB relay 10 is connected to a load B group 22 as a backup circuit 12. The main circuit 11 and the backup circuit 12 are connected to each other via a circuit cutoff switch 13 (corresponding to a disconnection device in the claims). The circuit breaker switch 13 is composed of a semiconductor switch in consideration of responsiveness. As shown in FIG. 1, the circuit break switch 13 is arranged between the lead-acid battery 6 for supplying electric power to the starter motor 5 and the load group B 22 mainly consisting of electric loads for automatic operation.

The connection/disconnection of the circuit breaker switch 13 and the LiB relay 10 are controlled by a controller 14 that controls the power supply. The controller 14 also controls the voltage and power generation amount of the alternator 2, and further controls the starter motor 5 when starting the engine 1 (initial starting and restarting after idling stop). Note that the controller 14 may be composed of a plurality of modules or controllers.

The controller 14 appropriately executes fuel efficiency improvement control that reduces the driving energy of the generator, that is, the alternator 2, in order to reduce fuel consumption of the vehicle. The fuel efficiency improvement control includes idling stop control that stops the engine 1 when the vehicle temporarily stops at an intersection or the like, power generation control that reduces the amount of power generated by the alternator 2 to substantially zero, and the like. In the following specific examples, idling stop control will be explained as an example, but power generation amount control can also be performed in the same way as idling stop control.

FIG. 2 is an explanatory diagram for explaining the basic operation of the power supply system of the embodiment shown in FIG. 1. In the following explanatory diagrams including FIG. 2, main current flows are indicated by arrows. FIG. 2(a) shows a state in which the ignition switch of the vehicle is turned off. In this ignition switch OFF state, the circuit break switch 13 is ON (conducting state), and the LiB relay 10 is controlled to be OFF (blocking state). Although many electrical loads do not require power in this ignition switch OFF state, some electrical loads consume power even during standby, and so-called standby current flows in the circuit. As shown by arrows in FIG. 2A, the lead-acid battery 6 supplies the necessary power to both the load A group 21 and the load B group 22 during standby. Since the LiB relay 10 is in the cutoff state, the amount of charge of the lithium ion battery 7 does not decrease.

When the ignition switch is turned on, power is supplied from the lead-acid battery 6 to the starter motor 5, as shown by the arrow in FIG. 2(b), and the engine 1 is cranked and started (initial start). During cranking, the LiB relay 10 remains OFF, and the power of the lithium ion battery 7 is not consumed.

When the start is completed, the LiB relay 10 is turned on, as shown in FIG. 2(c). Therefore, as shown by the arrow, both the lead acid battery 6 and the lithium ion battery 7 are charged by the power generation of the alternator 2. The voltage is controlled so that the charge amount of the lead-acid battery 6, which decreases due to power consumption when the ignition switch is OFF and during cranking, and the charge amount of the lithium-ion battery 7, which slightly decreases due to natural discharge, quickly recovers. .

FIG. 2(d) shows a normal running state in which the lead acid battery 6 and the lithium ion battery 7 are sufficiently charged. Both circuit breaker switch 13 and LiB relay 10 are in the ON state. In this state, power is basically supplied from the alternator 2 to the load A group 21 and the load B group 22. Under such conditions, fuel efficiency improvement control, such as idling stop control, is executed as appropriate.

When the vehicle stops and the ignition switch is turned OFF from the control state shown in FIG. 2(d), the LiB relay 10 is turned OFF and the state returns to the state shown in FIG. 2(a) again.

Next, power supply control during idling stop control will be explained with reference to the time chart of FIG. 3 and the operation diagram of FIG. 4.

Idling stop control is an effective means of reducing vehicle fuel consumption.When the vehicle speed is approximately 0 and after warming up, the accelerator pedal is turned off, the brake pedal is turned on, and the charge amount of the lead-acid battery 6 or lithium-ion battery 7 is set to a predetermined value. The engine 1 is executed when several idling stop conditions such as being equal to or higher than the level (LABSOC2, LiBSOC1 described later) are satisfied simultaneously (so-called AND condition), and the engine 1 is automatically stopped. Thereafter, automatic restart is performed when any one of several restart conditions such as brake pedal OFF or a start request from the air conditioner is satisfied (so-called OR condition).

FIG. 4 is an explanatory diagram for explaining the operation during the idling stop control. When the idling stop condition is established and the idling stop control starts from the normal control state shown in FIG. As shown in a), the circuit break switch 13 is turned OFF. LiB relay 10 remains in the ON state. During idling stop control, the engine 1 is stopped and the alternator 2 stops generating power, so power is supplied to the loads A group 21 from the lead acid battery 6, and power is supplied to the loads B group 22 from the lithium ion battery 7. be done. Thereby, electric power is reliably supplied to the two mutually redundant electric loads for automatic operation included in the load A group 21 and the load B group 22 respectively.

Note that it is preferable to include the fact that the LiB relay 10 is actually in the ON state as one of the idling stop conditions. In other words, it is desirable to prevent the idling stop control from being started in a state where power cannot be supplied from the lithium ion battery 7 to the load group B 22.

Next, when restart conditions are met and a restart is performed, power is supplied from the lead-acid battery 6 to the starter motor 5, and cranking for the restart is performed, as shown in FIG. 4(b). executed. At this time, the circuit breaker switch 13 remains OFF and the LiB relay 10 remains ON. Therefore, while power continues to be supplied from the lithium ion battery 7 to the automatic operation electric loads of the load group B 22, the lithium ion battery 7 is disconnected from the starter motor 5 and the lead acid battery 6, and the lithium ion battery 7 Electric power is not carried out from the main circuit 11 side to the main circuit 11 side. Since the lithium ion battery 7 has a lower internal resistance than the lead acid battery 6, if both the lead acid battery 6 and the lithium ion battery 7 are connected to the starter motor 5, the power on the lithium ion battery 7 side will be reduced. are consumed preferentially. Since the circuit break switch 13 is OFF, there is no effect on the lithium ion battery 7 at the time of restart.

Here, in the above embodiment, the circuit cutoff switch 13 is controlled to be turned OFF substantially simultaneously with the start of the idling stop control in preparation for restarting. Therefore, when a restart request is made, there is no delay time required to turn off the circuit breaker switch 13, and restart can be started promptly. Further, there is no concern that electric power may be taken out from the lithium ion battery 7 to the load group A 21 during idling stop control.

FIG. 4(c) shows the control state immediately after the restart. After restarting, the lead-acid battery 6 is charged first. Therefore, the state in which the circuit breaker switch 13 is turned OFF continues for a predetermined period after the restart. The lead-acid battery 6 is charged by the power generated by the alternator 2. During this time, the load B group 22 receives power from the lithium ion battery 7. This is done in consideration of the fact that the lead-acid battery 6 consumes power due to cranking during restart, and that the internal resistance of the lead-acid battery 6 is greater than the internal resistance of the lithium-ion battery 7.

Thereafter, as shown in FIG. 4(d), the circuit break switch 13 is controlled to be ON, and charging of both the lead acid battery 6 and the lithium ion battery 7 begins.

FIG. 3 is a time chart showing power supply control during idling stop control, and in this example, idling stop control is executed twice. The period marked "IS" in the column (a) at the top is the idling stop control period (corresponding to FIG. 4(a)), and the period marked "LAB charging" is the priority charging period for the lead-acid battery 6. (corresponding to FIG. 4(c)), the period marked as "LiB+LAB charging" is the charging period for both the lithium ion battery 7 and the lead-acid battery 6 (corresponding to FIG. 4(d)). As described above, after the idling stop control ends, the lead-acid battery 6 is prioritized for charging, and then both the lithium-ion battery 7 and the lead-acid battery 6 are charged.

Column (b) shows changes in the amount of charge (SOC) of the lead-acid battery 6 (abbreviated as LAB in the figure). LABSOC1 is the target SOC of the lead-acid battery 6 for ending preferential charging of the lead-acid battery 6 after restart. LABSOC2 is an idling stop prohibition SOC of the lead-acid battery 6, which is one of the idling stop conditions. LABSOC2 is set to a lower value than LABSOC1. When the amount of charge (SOC) of the lead-acid battery 6 falls below LABSOC2, idling stop control is prohibited, and thereafter, a state in which idling stop control is prohibited as so-called hysteresis occurs until it recovers to LABSOC1. The amount of charge of the lead-acid battery 6 decreases due to the power consumption of the load A group 21 during idling stop control and cranking at restart, and increases during the subsequent charging period. In the illustrated example, the priority charging period of the lead-acid battery 6 after the first idling stop control ends when the amount of charge of the lead-acid battery 6 reaches LABSOC1 at time t3. That is, it is assumed that the predetermined period for preferentially charging the lead-acid battery 6 has passed since the charging target LABSOC1 has been reached.

The first idling stop control in the time chart ends at time t2, for example, when the driver turns off the brake pedal. On the other hand, the second idling stop control ends when the amount of charge of the lead-acid battery 6 decreases to LABSOC2, which is the idling stop prohibition SOC, at time t5.

Column (c) shows changes in the amount of charge (SOC) of the lithium ion battery 7 (abbreviated as LiB in the figure). LiBSOC1 is an idling stop prohibition SOC that prohibits idling stop control in cases below this level. In addition, this LiBSOC1 is also the lower limit SOC at which the lithium-ion battery 7 should be charged, and if the charge amount of the lithium-ion battery 7 decreases to LiBSOC1 while the lead-acid battery 6 is being preferentially charged after idling stop control, the lithium-ion battery 7 will be charged. The process moves on to charging both the battery 7 and the lead-acid battery 6. LiBSOC2 is an automatic operation warning SOC that is the lower limit for outputting the electric power necessary for automatic operation functions to the electric load for automatic operation of load group B 22, and the amount of charge of the lithium ion battery 7 during automatic operation is determined by this LiBSOC2. If the value falls below this level, an alert (audio, screen display, etc.) will be issued to the driver to prompt him or her to switch from automatic to manual operation. LiBSOC1 is set to a higher value than LiBSOC2 so as to provide an appropriate margin before issuing an alert. The amount of charge of the lithium ion battery 7 decreases due to the power consumption of the load group B 22 during the idling stop control and the subsequent priority charging period of the lead acid battery 6, and both the lithium ion battery 7 and the lead acid battery 6 are charged. increases during the charging period. In the illustrated example, the priority charging period for the lead-acid battery 6 after the second idling stop control ends when the amount of charge of the lithium ion battery 7 decreases to LiBSOC1 at time t6. That is, it is assumed that the predetermined period for preferentially charging the lead-acid battery 6 has passed since the LiBSOC has decreased to 1.

Note that the predetermined period for preferentially charging the lead-acid battery 6 may be determined by its duration. In this case, the preferential charging of the lead-acid battery 6 is terminated after a certain period of time has elapsed, and the charging of both the lithium ion battery 7 and the lead-acid battery 6 is started.

Column (d) shows whether the alternator 2 (abbreviated as ALT in the figure) is in a power generation state (Generate) or a non-power generation state (Not Generate). Power generation stops during idling stop control.

Column (e) shows the open/closed state of the circuit breaker switch 13 (abbreviated as HNS in the figure). The circuit cutoff switch 13 is open (OFF) during the idling stop control and during the priority charging period of the lead-acid battery 6, and is closed (ON) during the charging period of both the lithium ion battery 7 and the lead-acid battery 6. . Column (f) shows the open/closed state of the LiB relay 10. The LiB relay 10 maintains a closed state (ON) during the period of the time chart in the figure.

Next, based on FIG. 5, LABSOC2 and LiBSOC1 (corresponding to the first predetermined value in the claims), which are the idling stop prohibition SOCs of the lead-acid battery 6 and the lithium ion battery 7, and an alert regarding automatic driving are determined. The relationship between the second predetermined value and the second predetermined value to be issued will be further explained.

Regarding the lead-acid battery 6, as shown in column (a) of FIG. 5, if the charge amount (SOC) of the lead-acid battery 6 is less than LABSOC2, which is the idling stop prohibition SOC, idling stop control is prohibited, and the idling stop control is prohibited from LABSOC2. Start of idling stop control is permitted on the condition that the vehicle speed is also high. This LABSOC2 is set higher than LABSOC3 in which the lead-acid battery 6 is in a charged state in which it can output the electric power necessary for automatic operation to the electric load for automatic operation. It is desirable to provide an appropriate margin between the two. If the amount of charge (SOC) of the lead-acid battery 6 is less than LABSOC2, which is the SOC for prohibiting idling stop, the start of idling stop control is not permitted, so an excessive decrease in the amount of charge due to idling stop control is avoided, and automatic activation in the redundant system It is possible to maintain driving functions.

Note that in one embodiment, LABSOC3, which is necessary for the automatic driving function, is defined as the lower limit charging state in which cranking by the starter motor 5 is possible. In other words, as long as cranking, such as when restarting after idling stop control, is performed normally, it is considered that LABSOC3 is exceeded. Therefore, no comparison is made between the sequentially calculated SOC value and LABSOC3. LABSOC1 and LABSOC2 are compared with sequentially calculated SOC values. Of course, it is also possible to compare LABSOC3 with the calculated SOC value. Regarding the lead-acid battery 6, if the charge level (SOC) of the lead-acid battery 6 falls below LABSOC3 during automatic operation, an alert (audio, screen display, etc.) will be sent to the driver to prompt the driver to switch from automatic operation to manual operation. It is desirable to issue such information.

Regarding the lithium ion battery 7, as shown in column (b) of FIG. 5, if the charge amount (SOC) of the lithium ion battery 7 is less than LiBSOC1, which is the idling stop prohibition SOC, idling stop control is prohibited, and the idling stop control is prohibited from LiBSOC1. Start of idling stop control is permitted on the condition that the vehicle speed is also high. This LiBSOC1 is set higher than LiBSOC2 in which the lithium ion battery 7 is in a charged state in which it can output power necessary for automatic operation to an electric load for automatic operation. It is desirable to provide an appropriate margin between the two. If the amount of charge (SOC) of the lithium-ion battery 7 is less than LiBSOC1, which is the SOC for prohibiting idling stop, the start of idling stop control is not permitted, so an excessive decrease in the amount of charge due to idling stop control is avoided, and the automatic driving function is maintained. is possible. When the amount of charge (SOC) of the lithium ion battery 7 falls below LiBSOC2, as described above, an alert is issued to prompt the driver to switch from automatic driving to manual driving.

As shown in FIG. 5, LABSOC2 and LiBSOC1, which correspond to the first predetermined value in the claims, and LABSOC3 and LiBSOC2, which correspond to the second predetermined value, have respective capacities, etc. with respect to the lead acid battery 6 and the lithium ion battery 7. Each of them is set individually (that is, optimally). Note that in FIG. 5, LiBSOC1 and LiBSOC2 of the lithium ion battery 7 are shown higher than LABSOC2 and LABSOC3 of the lead acid battery 6, but this is only an example.

Although one embodiment of the present invention has been described above in detail, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above embodiment, the lead acid battery 6 or the lithium ion battery 7 is used as the power storage device, but the power storage device may be of any type such as a suitable secondary battery or a capacitor. Furthermore, the generator may be a motor generator capable of cranking the engine 1.

In the above embodiment, the electric load for automatic operation is divided into two redundant electric loads, but the present invention is applicable not only to such a redundant system.

Further, in the above embodiment, the first predetermined value is set so that the idling stop control is terminated when the amount of charge (SOC) decreases to the first predetermined value (LABSOC2, LiBSOC1) during the idling stop control. When the idling stop control is continued for a predetermined upper limit time, the first Predetermined values (LABSOC2, LiBSOC1) may be set. In other words, a certain upper limit time is set for the idling stop control, and after the idling stop control starts, if the duration of the idling stop control reaches the upper limit time without other restart conditions being met, the idling stop control is ended. Perform a restart. At this time, the first predetermined value is set to a level that does not fall below the second predetermined value during the idling stop control. In this case, after the start of the idling stop control, even if the current amount of charge (SOC) becomes less than or equal to the first predetermined value, the idling stop control will be continued.

In the above embodiment, idling stop control has been described as fuel efficiency improvement control, but control may also be used to substantially reduce the amount of power generated by the alternator 2 to 0 (that is, stop power generation drive). In this case, the process can be performed in the same manner as in the case of the idling stop control in the above embodiment, except that restarting is not required.

Claims (12)

engine and
a generator driven by the engine;
an electricity storage device that is charged with the electric power generated by the generator and supplies electric power necessary for automatic operation of the vehicle to an electric load for automatic operation;
Equipped with
permitting the start of fuel efficiency improvement control to reduce the drive energy of the generator on the condition that the state of charge of the electricity storage device is higher than a first predetermined value;
The first predetermined value is higher than the second predetermined value at which the power storage device is in a charged state capable of outputting power necessary for automatic driving.
How to control the vehicle. After the start of the fuel efficiency improvement control, when the state of charge of the electricity storage device decreases to the first predetermined value, the fuel efficiency improvement control is ended and the generator is driven to generate electricity by the engine;
A method for controlling a vehicle according to claim 1. An upper limit time is set for the duration of the fuel efficiency improvement control, and when the duration reaches the upper limit after the start of the fuel efficiency improvement control, the fuel efficiency improvement control is ended and the generator is driven to generate electricity by the engine. conduct,
The first predetermined value is set so that the state of charge of the electricity storage device does not fall below the second predetermined value even if the fuel efficiency improvement control is continued for the upper limit time.
A method for controlling a vehicle according to claim 1. The fuel efficiency improvement control is a control that stops the power generation drive of the generator by the engine.
A method for controlling a vehicle according to claim 1. The fuel efficiency improvement control is an idling stop control that stops the engine when the vehicle is stopped.
A method for controlling a vehicle according to claim 1. When the state of charge of the electricity storage device falls to the second predetermined value during automatic driving of the vehicle, an alert is issued to the driver of the vehicle to prompt a transition from automatic driving to manual driving;
A method for controlling a vehicle according to claim 1. The electricity storage device includes a first electricity storage device and a second electricity storage device,
The automatic operation electric load includes a first electric load and a second electric load that mutually constitute a redundant system,
The first electrical load and the second electrical load receive power from both the first electrical storage device and the second electrical storage device,
The first predetermined value and the second predetermined value are individually set for each of the first power storage device and the second power storage device,
A method for controlling a vehicle according to claim 1. comprising a disconnection device provided between the first electricity storage device and the second electricity storage device,
When the connection/disconnection device is in a cutoff state, the first electric load receives power from the first power storage device, and the second electric load receives power from the second power storage device.
The vehicle control method according to claim 7. The fuel efficiency improvement control is an idling stop control that stops the engine when the vehicle is stopped,
controlling the disconnection device to be in a disconnected state when the idling stop control is started;
The vehicle control method according to claim 8. When the idling stop control is ended and the engine is restarted, cranking the engine using the electric power of the first electricity storage device while keeping the disconnection device in a disconnected state;
The vehicle control method according to claim 9. A second disconnection device is provided between the second electrical load and the second power storage device, and one of the conditions for starting the idling stop control is that the second disconnection device is in a conductive state. ,
The vehicle control method according to claim 9. engine and
a generator driven by the engine;
an electricity storage device that is charged with the electric power generated by the generator and supplies electric power necessary for automatic operation of the vehicle to an electric load for automatic operation;
controller and
Equipped with
The above controller is
permitting the start of fuel efficiency improvement control to reduce the drive energy of the generator on the condition that the state of charge of the electricity storage device is higher than a first predetermined value;
The first predetermined value is higher than the second predetermined value at which the power storage device is in a charged state capable of outputting power necessary for automatic operation.
Vehicle control device.

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