JP2011239590A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system capable of suppressing worsening of a fuel economy due to delay of the supply of a power to a power load from an electric storage.SOLUTION: The supply of the power from the electric storage to a plurality of the power loads includes: the electric storage 22 loaded in a vehicle; and a plurality of the power loads operated by the power from the electric storage. In the supply of the power from the electric storage to a plurality of the power loads, the supply to a first power load 40 which worsens the fuel economy of the vehicle considerably when the supply is delayed is made preferential to that to a second power load 31 which worsens the fuel economy of the vehicle less in comparison with the former case when the supply is delayed.

Description

  The present invention relates to a vehicle control system.

  2. Description of the Related Art Conventionally, there is known a technique for giving priority to power supply to each power load in a vehicle including a plurality of power loads that are operated by power from a power storage device. When the supply of power is restricted, such as when the load on the power storage device is excessive, the supply of power to the power load with a low priority is delayed.

  For example, Patent Document 1 discloses a technique of a power control device that sets power supply timings for each load based on the usable power of the power source and the required power of the load.

JP 2008-289302 A

  Here, in the past, sufficient studies have not been made on a method for determining the power load to be delayed when the supply of power from the power storage device to the power load is delayed. For example, the influence on the fuel consumption when the power supply is delayed may vary depending on the power load. It is desired to be able to suppress a reduction in fuel consumption when delaying the supply of power to the power load.

  The objective of this invention is providing the vehicle control system which can suppress the fall of the fuel consumption by delaying supply of the electric power from an electrical storage apparatus to an electric power load.

  The vehicle control system of the present invention includes a power storage device mounted on a vehicle, and a plurality of power loads that are operated by power from the power storage device, and in the supply of power from the power storage device to the plurality of power loads, When the supply is delayed, the supply with respect to the first power load having a large degree of lowering the fuel consumption of the vehicle is performed. With respect to the second power load with a small degree of reducing the fuel consumption of the vehicle when the supply is delayed. Priority is given to the supply.

  The vehicle control system further includes an engine and an electric motor that are power sources of the vehicle, and the vehicle is driven by the power of the electric motor by driving the vehicle with the power of the engine or by stopping the engine. The second power traveling is selectively executed, and the first power load is started when the engine is stopped in accordance with the transition from the first traveling to the second traveling. Preferably there is.

  In the vehicle control system, in the predetermined priority order of supply, the priority order of the first power load is lower than the priority order of the second power load, and the vehicle control system includes: When the vehicle is in a predetermined running state, the supply to the first power load is prioritized over the supply to the second power load regardless of the predetermined priority, and the predetermined running state is: When the supply to the first power load is delayed compared to a driving state other than the predetermined driving state, the driving state in which the degree of reduction in fuel consumption of the vehicle is increased, or the first power load and the second power When the supply is delayed with respect to an electric power load, it is preferable that the difference in the degree of reduction in the fuel consumption of the vehicle is increased. Arbitrariness.

  The vehicle control system further includes an engine and an electric motor that are power sources of the vehicle, and the vehicle is driven by the power of the electric motor by driving the vehicle with the power of the engine or by stopping the engine. The second power run is selectively performed, and the first power load starts to operate when the engine is stopped at least in connection with the transition from the first travel to the second travel. The predetermined traveling state is preferably a traveling state that shifts from the first traveling to the second traveling.

  In the vehicle control system, it is preferable that the first electric power load is operated by the second traveling instead of a device driven by the power of the engine and operated by the first traveling.

  In the vehicle control system, the second power load is connected to a storage unit that supplies stored energy to a device included in the vehicle, and the power from the power storage device when the stored energy decreases. It is preferable that the energy is stored in the storage unit by consuming the energy.

  The vehicle control system according to the present invention includes a plurality of power loads that are operated by the power from the power storage device, and reduces the fuel consumption of the vehicle when the supply is delayed in the power supply from the power storage device to the plurality of power loads. The supply to the first power load having a high degree of priority is given priority over the supply to the second power load having a low degree of reducing the fuel consumption of the vehicle when the supply is delayed. Therefore, according to the vehicle control system of the present invention, there is an effect that it is possible to suppress a reduction in fuel consumption caused by delaying the supply of power to the power load.

FIG. 1 is a flowchart illustrating the operation of the vehicle control system according to the embodiment. FIG. 2 is a diagram illustrating a schematic configuration of the vehicle according to the embodiment. FIG. 3 is a diagram illustrating a main part of the vehicle control system according to the embodiment. FIG. 4 is a diagram illustrating a relationship between an operation threshold value and an operation time in a storage-type power load. FIG. 5 is a diagram illustrating a current flowing through the power load.

  Hereinafter, an embodiment of a vehicle control system according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a vehicle control system. FIG. 1 is a flowchart showing the operation of the vehicle control system according to the embodiment of the present invention, FIG. 2 is a diagram showing a schematic configuration of the vehicle according to the embodiment, and FIG. 3 is a main part of the vehicle control system according to the embodiment. FIG.

  The vehicle control system 1-1 according to the present embodiment is a system having a plurality of power loads with respect to a single or a common power source. Move. In the present embodiment, the viewpoint of fuel consumption is taken into consideration in this priority determination criterion. For example, the priority order of a load having a small fuel consumption influence even when the operation timing is changed, such as an accumulator actuator, is lowered from the priority order of a load having a large fuel consumption influence by the change of the operation timing. Thereby, it is suppressed that the operation timing of the load with a large fuel consumption influence is delayed, and the fuel consumption influence due to the operation delay is reduced.

  As shown in FIG. 2, the hybrid vehicle 10 is provided with an engine (internal combustion engine) 11 and a second motor generator 17b as power sources of the hybrid vehicle 10, respectively. The engine 11 is, for example, a known internal combustion engine. The hybrid vehicle 10 can travel by rotating the drive wheels 13 with the power of at least one of the engine 11 and the second motor generator 17b.

  The hybrid vehicle 10 is equipped with a power transmission device 50. The power transmission device 50 is provided in the power transmission path of the hybrid vehicle 10. The power transmission device 50 includes a speed change mechanism 12 and a power split mechanism 15.

  The power generated in the engine 11 is divided into two by a power split mechanism (power combining mechanism) 15, one of the output sides is connected to the first motor generator 17a, and the other is connected to the second motor generator 17b and the drive wheels 13. It is connected. The power of the engine 11 and the power of the second motor generator 17 b are transmitted to the drive wheels 13 through the speed change mechanism 12 and the drive shaft (drive shaft) 14.

  The speed change mechanism 12 changes the rotation of the rotation shaft 16 of the second motor generator 17b and transmits it to the drive shaft 14. The transmission mechanism 12 is, for example, a multistage transmission that is configured by combining a plurality of planetary gear mechanisms (not shown) as transmission elements and a plurality of clutches and brakes (not shown) as friction engagement means. In a rotating element such as a carrier or a ring gear included in the transmission element, the rotation element to be stopped is switched by a brake, and the rotation element that transmits the input torque is switched by a clutch, whereby the gear stage of the transmission mechanism 12 is changed. .

  The first motor generator 17a and the second motor generator 17b have a function (power running function) as an electric motor driven by supply of electric power and a function (regeneration function) as a generator that converts mechanical energy into electric energy. Have both. As the first motor generator 17a and the second motor generator 17b, for example, an AC synchronous motor generator can be used. The hybrid vehicle 10 is equipped with an HV battery 20 as a power supply device that supplies power to the first motor generator 17a and the second motor generator 17b. The HV battery 20 is a high-voltage battery, and exchanges power with high-voltage devices such as the first motor generator 17a and the second motor generator 17b. The hybrid vehicle 10 is equipped with an auxiliary battery (power storage device) 22 that supplies electric power to the auxiliary machine. The auxiliary battery 22 is a low-voltage battery and functions as a power source for supplying power to the low-voltage auxiliary machine. The HV battery 20 and the auxiliary battery 22 are chargeable / dischargeable secondary batteries. The HV battery 20 and the auxiliary battery 22 are connected via a converter 21. Converter 21 is a DC / DC converter, and can step down the input voltage from HV battery 20 and output it to auxiliary battery 22. The first motor generator 17 a and the second motor generator 17 b are connected to the HV battery 20 via the inverter 19.

  Hybrid vehicle 10 has a plurality of power loads that are operated by the power from auxiliary battery 22. For example, the auxiliary battery 22 can supply power to a T / M pump (first power load) 40 and an ECB pump (second power load) 31 (see FIG. 3), which will be described later.

  The hybrid vehicle 10 is provided with an electronic control unit (hereinafter referred to as HV-ECU) 100 as a control means for controlling a vehicle system including the engine 11. The HV-ECU 100 has a well-known microcomputer and performs traveling control of the hybrid vehicle 10. A vehicle speed sensor, an accelerator opening sensor, and the like (not shown) are connected to an input port (not shown) of the HV-ECU 100, and signals indicating detection results of the sensors are input to the HV-ECU 100, respectively. Further, the engine 11, the first motor generator 17a, the second motor generator 17b, and the inverter 19 are connected to an output port (not shown) of the HV-ECU 100, and the engine 11, the first motor generator 17a, the first motor generator 17a, and the first motor generator 17a. The two motor generators 17b and the inverter 19 are controlled by the HV-ECU 100, respectively. The HV-ECU 100 monitors the state of the HV battery 20 and the auxiliary battery 22 (charge state SOC, charge / discharge current value, temperature, etc.), and the HV battery is based on the state of the HV battery 20 and the auxiliary battery 22. The charging and discharging of the 20 and the auxiliary battery 22 are controlled.

  In the hybrid vehicle 10, the required torque to be transmitted to the drive wheels 13 is calculated based on conditions such as the vehicle speed and the accelerator opening, and the engine 11, the first motor generator 17a, and the first torque are calculated based on the calculation results. The second motor generator 17b is controlled.

  The hybrid vehicle 10 is capable of at least EHV traveling (first traveling) driven by the power of the engine 11, but also EV traveling (power traveling by the second motor generator 17b with the engine 11 stopped) ( Second traveling) is possible. The HV-ECU 100 selectively executes EHV traveling or EV traveling in the hybrid vehicle 10 based on the charged state or traveling state of the HV battery 20.

  In EHV traveling, the hybrid vehicle 10 is caused to travel by at least the power output from the engine 11. When transmitting the torque of the engine 11 to the drive wheels 13, the first motor generator 17 a can function as a generator, and the generated power can be charged to the HV battery 20. Further, the second motor generator 17 b can be driven as an electric motor, and the power can be transmitted to the speed change mechanism 12. The second motor generator 17b can assist when the torque of the engine 11 is insufficient when the hybrid vehicle 10 is accelerated. In this case, the power of engine 11 and the power of second motor generator 17 b are combined and input to transmission mechanism 12. The combined power is transmitted from the drive shaft 14 to the drive wheels 13 via the speed change mechanism 12.

  Further, the second motor generator 17b can function alone as a travel drive source of the hybrid vehicle 10. The HV-ECU 100 can stop the engine 11 and cause the hybrid vehicle 10 to travel with the power of the second motor generator 17b. The HV-ECU 100 can select EV traveling in a traveling state at a low vehicle speed or light load, such as when the hybrid vehicle 10 is started. Further, HV-ECU 100 causes hybrid vehicle 10 to travel in EHV traveling when the state of charge (SOC) of HV battery 20 is reduced even in a traveling state in which EV traveling can be selected. .

  As shown in FIG. 3, the hybrid vehicle 10 includes an ECB (Electronically Controlled Brake) system 30 as a braking device. The ECB system 30 includes an ECB-ECU 110, an ECB pump 31, an accumulator 32, a brake hydraulic pressure control device 33, and a brake device 34 for each wheel. The ECB-ECU 110 is a control device that controls each device of the ECB system 30. The brake device 34 is activated by supplying hydraulic pressure as energy to generate a braking force in the hybrid vehicle 10. The accumulator 32 stores hydraulic pressure and is an energy source for the brake device 34. The accumulator 32 functions as a storage unit that supplies the accumulated hydraulic pressure (energy) to the brake device 34.

  The ECB pump 31 is connected to the accumulator 32, and can accumulate hydraulic pressure in the accumulator 32 by consuming electric power from a low-voltage power source including the auxiliary battery 22. The ECB pump 31 starts operating when the hydraulic pressure accumulated in the accumulator 32 decreases, and accumulates the hydraulic pressure in the accumulator 32. For example, when the hydraulic pressure of the accumulator 32 decreases to a predetermined threshold, the ECB pump 31 starts accumulating the hydraulic pressure. This threshold is determined based on the range of hydraulic pressure at which the brake device 34 can perform its function. For example, the hydraulic pressure threshold is set to a value larger than the lower limit hydraulic pressure at which the brake device 34 can perform its function. Thereby, the accumulator 32 can always supply the hydraulic pressure with sufficient pressure for the brake device 34 to operate. The brake hydraulic pressure control device 33 is provided in an oil passage that connects the accumulator 32 and the brake device 34. The brake hydraulic pressure control device 33 is, for example, an electromagnetic valve, and controls the hydraulic pressure supplied to the brake device 34 by being controlled by the ECB-ECU 110.

  The ECB-ECU 110 sets a target braking hydraulic pressure in accordance with the brake operation amount, adjusts the hydraulic pressure stored in the accumulator 32 by the brake hydraulic pressure control device 33, and supplies the hydraulic pressure to the wheel cylinder of the braking device 34. Control. The ECB-ECU 110 controls the operation of the ECB pump 31 based on the hydraulic pressure of the accumulator 32. For example, the ECB-ECU 110 determines that it is necessary to start the ECB pump 31 in order to accumulate the hydraulic pressure in the accumulator 32 when the hydraulic pressure of the accumulator 32 falls below a predetermined predetermined hydraulic pressure. When the ECB pump 31 receives an operation command signal from the ECB-ECU 110, the ECB pump 31 starts operating and starts supplying hydraulic pressure to the accumulator 32. That is, the ECB pump 31 accumulates in advance hydraulic pressure for operating the brake device 34 in the accumulator 32 that is an energy source of the brake device 34 by consuming electric power from the low-voltage power source including the auxiliary battery 22. It is.

  The ECB-ECU 110 is connected to the HV-ECU 100 via a CAN (Controller Area Network) system 70, and the HV-ECU 100 and the ECB-ECU 110 can exchange signals with each other via the CAN system 70.

  The hybrid vehicle 10 is provided with a T / M pump 40 that generates hydraulic pressure supplied to the transmission mechanism 12. The T / M pump 40 is an electric hydraulic pump (EOP) that is operated by electric power from a low-voltage power source including the auxiliary battery 22 to generate hydraulic pressure. The T / M pump 40 is controlled by the HV-ECU 100. The hybrid vehicle 10 has a mechanical oil pump (engine oil pump) (not shown) driven by the engine 11. The engine oil pump generates hydraulic pressure by rotating in conjunction with the rotation of the engine 11. The hydraulic pressure generated by the T / M pump 40 and the engine oil pump is supplied to the transmission mechanism 12. In the speed change mechanism 12, the gear position is switched by the hydraulic pressure supplied from the T / M pump 40 and the engine oil pump.

  During EHV traveling, the engine oil pump is in operation, and a shift is performed in the transmission mechanism 12 by the hydraulic pressure supplied from the engine oil pump. During EV travel, the engine oil pump is stopped. For this reason, when EV traveling is performed in the hybrid vehicle 10, it is necessary to operate the T / M pump 40 instead of the engine oil pump. That is, the T / M pump 40 operates in EV traveling instead of the engine oil pump that is driven by the power of the engine 11 and operates in EHV traveling. The HV-ECU 100 starts the operation of the stopped T / M pump 40 when the engine 11 is stopped along with the transition from EHV traveling to EV traveling. The T / M pump 40 may start operation without being limited to when the engine 11 is stopped. For example, the T / M pump 40 may operate to assist the engine oil pump during EHV traveling.

  The vehicle control system 1-1 of the present embodiment includes an engine 11, a second motor generator 17b, an HV-ECU 100, an ECB-ECU 110, an auxiliary battery 22, an ECB pump 31, and a T / M pump 40.

  The HV-ECU 100 controls power transmission / reception in the auxiliary battery 22. For example, the HV-ECU 100 controls charging / discharging in the auxiliary battery 22 so that the state of charge SOC and the terminal voltage of the auxiliary battery 22 become values within a predetermined range. Further, the HV-ECU 100 can limit the power request for the auxiliary battery 22 (power request for the low-voltage power supply) so that the load on the auxiliary battery 22 is not excessive. In the vehicle control system 1-1, a predetermined priority is assigned to the power load that receives the supply of power from the auxiliary battery 22. The vehicle control system 1-1 gives priority to the supply of power to the power load with high priority, and when the power demand for the auxiliary battery 22 becomes excessive, the power supply to the power load with low priority is supplied. Delay. When a power request from a power load with a relatively high priority overlaps a power request from a power load with a low priority, the power supply to the power load with a high priority is executed with priority, and the power priority is low. The power supply to the power load is delayed.

  The priority of each power load is set according to the importance of the power load in the vehicle, for example. Conventionally, for example, the priority is sometimes set higher as the power load is directly related to safety. Here, when the power supply is delayed based on the priority order, the operation timing of the power load set to a low priority order may not be optimal, and as a result, the fuel consumption may decrease. Further, in the conventional priority order determination method, since the priority order according to the characteristics of the power load is not given, the power load operation order is not the optimum operation order with respect to the power consumption (fuel consumption). There is a case. Conventionally, sufficient studies have not been made on a method for determining the priority when there are a plurality of power loads having the same priority based on the importance of the vehicle.

  In the vehicle control system 1-1 of the present embodiment, the priority order is determined according to the characteristics of the power load. In the supply of power from the auxiliary battery 22 to a plurality of power loads, the supply of power to the power load (first power load) having a large degree of lowering the fuel efficiency of the hybrid vehicle 10 when the power supply is delayed. When the supply of power is delayed, priority is given to the supply of power to a power load (second power load) that reduces the degree of fuel consumption. That is, the second power load has a lower priority for power supply than the first power load. As a result, a reduction in fuel consumption caused by delaying the supply of power is suppressed.

  FIG. 4 is a diagram illustrating a relationship between an operation threshold value and an operation time in a storage-type power load. As will be described with reference to FIG. 4, the operation time does not change even if the operation threshold is changed in an electric power load that prestores energy in the energy source by consuming electric power such as the ECB pump 31. In an accumulation type electric load such as an accumulator type, an electric storage type, and a thermal accumulation type, even if the operation timing of the electric load is delayed, the amount of electric power used when compared in a certain fixed time often does not change.

  In FIG. 4, the horizontal axis represents time, and the vertical axis represents the amount of energy stored in the energy source such as the hydraulic pressure of the accumulator 32. For example, when performing control to start the ECB pump 31 when the hydraulic pressure of the accumulator 32 falls to a predetermined threshold value Pt, the operating time of the ECB pump 31 (for example, the average operating time per unit time) is set to the threshold value. Even if it is changed, the same value is obtained. Reference symbol T1 indicates the operation time of the ECB pump 31 when the operation of starting the ECB pump 31 every time the hydraulic pressure decreases to the threshold value Pt1 and increasing the hydraulic pressure of the accumulator 32 to the target pressure Pe is repeated. Symbol T2 indicates the operation time of the ECB pump 31 when the operation of increasing the hydraulic pressure of the accumulator 32 to the target pressure Pe is repeated by starting the ECB pump 31 with the threshold value Pt2 larger than the threshold value Pt1.

  Even if the operation threshold value Pt of the electric power load is changed, the product of the number of operations and the operation time in a fixed time is equal. In other words, the total operation time T1 per unit time Tu is equal to the total operation time T2. That is, even when the supply of power to the ECB pump 31 is delayed when the hydraulic pressure of the accumulator 32 is lowered to the threshold value Pt2 and the start determination of the ECB pump 31 is made, it is difficult to lead to a reduction in fuel consumption. For example, it is assumed that the brake device 34 can appropriately perform its function at both the hydraulic pressure indicated by the reference symbol Pt1 and the hydraulic pressure indicated by the reference symbol Pt2. In this case, even if the operation of the ECB pump 31 is delayed until the start of the ECB pump 31 is determined at the threshold value Pt2 and thereafter the operation of the ECB pump 31 is delayed until the hydraulic pressure of the accumulator 32 decreases to the hydraulic pressure indicated by the reference symbol Pt1, There is virtually no reduction. That is, if it is determined in advance that the operation of the ECB pump 31 is delayed, and the operation threshold value Pt is set to a higher hydraulic pressure based on an assumed delay time or the like, the ECB pump is not caused without a decrease in fuel consumption. It is possible to delay the operation of 31.

  On the other hand, in the hybrid vehicle 10, a load (such as an electric heater, an electric air conditioner, or an electric oil pump) that operates as a substitute for the engine 11 when the engine 11 is stopped, such as the T / M pump 40, results in delaying the operation timing. Fuel consumption may be reduced. For example, if the power supply to the T / M pump 40 is delayed, the engine 11 cannot be stopped until the T / M pump 40 is started, and the engine stop timing needs to be delayed. As a result, excessive fuel may be consumed, resulting in a reduction in fuel consumption. In this way, the degree of reduction in fuel consumption differs when power supply is delayed depending on the characteristics of the power load. If the priority order is not set so as to minimize the frequency of operation delay of the power load that affects the fuel consumption, the fuel consumption will be reduced.

  In the vehicle control system 1-1 of the present embodiment, the supply of electric power to an electric power load (hereinafter simply referred to as “electric load with a large fuel consumption influence”) that has a large influence on fuel consumption when the power supply is delayed. Takes precedence. More specifically, an electric load that has a small effect on fuel consumption due to a delay in power supply, such as the ECB pump 31 (hereinafter simply referred to as “electric load with a small fuel consumption influence”) is applied to the auxiliary battery 22. Before making a power request, set an operation advance flag. As shown in FIG. 3, when it is determined that the operation of the ECB pump 31, which is a power load with a small fuel consumption influence, is necessary, the ECB-ECU 110 issues an operation notice and turns on the operation notice flag. The operation advance flag is transmitted to the HV-ECU 100 via the CAN system 70.

  As a general rule, power supply to the T / M pump 40, which is a power load having a large fuel consumption influence, is prioritized over power supply to the ECB pump 31, but only when the operation notice flag is ON. Delayed than power supply to The ECB-ECU 110 is configured so that the ECB pump 31 and the T / M pump 40 can be shifted from each other in a time lag from when the notice is transmitted until the notice signal is transmitted to the HV-ECU 100 so that the start timing of the ECB pump 31 and the T / M pump 40 can be surely shifted. Delays starting of This is because the inrush current at the start of the ECB pump 31 and the inrush current at the start of the T / M pump 40 are shifted in time as described below with reference to FIG.

  FIG. 5 is a diagram illustrating a current flowing through the power load. In FIG. 5, the horizontal axis represents time, and the vertical axis represents current. Symbol I1 indicates a current flowing through the T / M pump 40, and symbol I2 indicates a current flowing through the ECB pump 31. As indicated by reference numeral I1a, a large current (inrush current) flows at the start of power supply to the T / M pump 40. Similarly, at the start of power supply to the ECB pump 31, a large current (inrush current) flows as indicated by reference numeral I2a. Therefore, if the start timing of the ECB pump 31 and the start timing of the T / M pump 40 are not properly shifted, the load on the auxiliary battery 22 may become excessive.

  In the present embodiment, the other power load is not started until the inrush current of one power load of the ECB pump 31 and the T / M pump 40 is settled. Thereby, it is suppressed that an inrush current overlaps and the load of the auxiliary machine battery 22 becomes excessive.

  Here, the operation of the present embodiment will be described with reference to FIG. The control flow shown in FIG. 1 is executed when the hybrid vehicle 10 is operated, and is executed repeatedly at predetermined intervals, for example.

  First, in step S1, it is determined by the HV-ECU 100 whether or not there is a power load operation command. The HV-ECU 100 determines whether or not the T / M pump 40 needs to be operated. For example, when shifting from EHV traveling to EV traveling, it is determined that the T / M pump 40 that has been stopped is operated. As a result of the determination in step S1, if it is determined that there is an operation command for the T / M pump 40 (step S1-Y), the process proceeds to step S2, and if not (step S1-N), this control flow is Return.

  In step S2, the HV-ECU 100 determines whether or not a notice flag is ON. The HV-ECU 100 refers to the operation notice flag of the ECB pump 31 that is a storage type system. As a result of the determination in step S2, if it is determined that the notice flag is ON (step S2-Y), the process proceeds to step S3. If not (step S2-N), the control flow returns.

  In step S3, the HV-ECU 100 determines whether a delay is necessary. The HV-ECU 100 determines whether it is necessary to delay the power supply to the T / M pump 40. Even if the operation notice flag is ON, there is a case where there is no need for delay depending on the condition of the vehicle because there is a margin in the load state of the power source. The HV-ECU 100 performs the determination in step S3 based on the state of charge SOC of the auxiliary battery 22, the content of the current power request for the auxiliary battery 22, and the like. For example, if the total power demand for the auxiliary battery 22 exceeds the upper limit of the power allowed to be output by the auxiliary battery 22, an affirmative determination is made in step S3. In step S 3, determination based on the supply capability of the entire low-voltage power supply including the auxiliary battery 22 may be made in consideration of the power supplied from the HV battery 20 via the converter 21. As a result of the determination in step S3, if it is determined that a delay is necessary (step S3-Y), the process proceeds to step S4. If not (step S3-N), the control flow returns.

  In step S4, the HV-ECU 100 executes an operation delay. The HV-ECU 100 delays the start timing of the T / M pump 40 by delaying the supply of electric power to the T / M pump 40. The delay time at this time includes a notification flag transmission time, a processing time in the HV-ECU 100, a command transmission time from the HV-ECU 100 to the T / M pump 40, and an inrush current value of the ECB pump 31 after determining that a delay is necessary. And its time characteristics are taken into consideration. The HV-ECU 100 prioritizes the operation of the ECB pump 31 and determines the operation delay time of the T / M pump 40 so that the T / M pump 40 is started when the inrush current due to the start of the ECB pump 31 is settled. . The HV-ECU 100 delays the execution of the operation command of the T / M pump 40 by the determined delay time. When the operation delay of the T / M pump 40 is executed in step S4, the present control flow returns.

  Due to the operation delay of the T / M pump 40, the flow rate of the hydraulic oil to the transmission mechanism 12 decreases. For this reason, the HV-ECU 100 implements speed change delay and torque limitation of the second motor generator 17b according to the situation simultaneously with the operation delay. For example, the HV-ECU 100 delays the execution of the shift until the T / M pump 40 is started even if a shift request is made to the transmission mechanism 12 in a transitional state where the transition from EHV travel to EV travel is made. Alternatively, the HV-ECU 100 limits the output torque of the second motor generator 17b according to the decrease in the flow rate of the hydraulic oil. Based on the engagement pressure that can be generated in the clutch or brake of the speed change mechanism 12, the output torque of the second motor generator 17b during speed change is limited. For example, a torque limit value is set in consideration of the residual pressure time characteristic of the T / M oil pressure. In addition, during HV traveling, it is possible to ensure the flow rate when the operation of the T / M pump 40 is delayed by controlling the engine 11 so as not to stop.

  Note that the operation reference may be changed in advance so that there is no problem even if the operation delay of the T / M pump 40 is made. For example, the start request of the T / M pump 40 at the time of transition from EHV traveling to EV traveling may be advanced. When a start request for the T / M pump 40 is made based on the engine speed, there is no influence even if an operation delay of the T / M pump 40 occurs (no need for a shift delay or a torque limit). The operation request of the T / M pump 40 may be made when the engine speed is high. In this way, if the flow rate assist determination by the T / M pump 40 is accelerated, it is possible to execute the operation delay of the T / M pump 40 without causing a reduction in fuel consumption.

  As described above, in the present embodiment, the ECB pump 31 that is a pump for accumulating pressure is set to issue an operation notice because there is no influence on fuel consumption even if the operation timing is changed. In order to shift the start timings of the ECB pump 31 and the T / M pump 40 with certainty, it is necessary to wait for the start of the ECB pump 31 during a time lag until the notice signal is transmitted to the T / M pump 40 side. That is, the start of the ECB pump 31 is delayed each time, and the power supply priority is low. In contrast, the T / M pump 40 reduces the fuel consumption when the operation is delayed. Therefore, the T / M pump 40 is set to be delayed only when there is an operation advance notice of the ECB pump 31. The operation command for the pump 40 is immediately executed.

  Therefore, for example, when the operation command for the ECB pump 31 and the operation command for the T / M pump 40 are generated at the same time, the operation command for the T / M pump 40 is executed with priority. This is because when the operation command for the T / M pump 40 is issued, the operation notification signal for the ECB pump 31 has not yet reached the HV-ECU 100. Thus, in the vehicle control system 1-1 of the present embodiment, the priority of power supply to the T / M pump 40 is higher than the priority of power supply to the ECB pump 31. As a result, the frequency of the operation delay of the T / M pump 40 is reduced, so that the reduction in fuel consumption when the operation delay of the power supply to the power load is made so that the load of the auxiliary battery 22 is not excessive is minimized. It becomes possible to limit it to the limit.

(Modification of the first embodiment)
In the above embodiment, the ECB pump 31 is the side that transmits the operation notice (delays the operation every time), but is not limited thereto. If it is an energy storage type device, it can be an electric power load on the side of sending an operation notice.

  Examples of the heat storage type device include an air conditioner in a vehicle interior, a refrigerant circulation device (cooling water pump, etc.), a refrigerator, a heater, a battery cooling fan, an inverter cooling element / pump / fan, and the like. In addition, as a power storage device, a backup capacitor at the time of a power supply voltage drop provided for a power supply interruption or the like can be given. Examples of the pressure accumulating device include an electric pump and an air suspension compressor for maintaining a high pressure of the working fluid in preparation for the operation of the device.

  Further, the side that receives the notice is not limited to the T / M pump 40. Instead of the T / M pump 40, an arbitrary device can serve as a power load for receiving a notice. For example, an electric power load that must be operated when the engine is stopped, an electric power load that operates in place of equipment driven by the engine 11 in the HV, an HV electric air conditioner, and the like. Note that the power load on the notice receiving side needs to be able to tolerate an operation delay when the notice is received.

  The detection of the operation of the ECB pump 31 may be performed by monitoring the operation flag and current consumption instead of the operation notification flag.

  The transmission of the operation notice flag may be performed by a method other than the CAN system 70 (straight line, LIN, radio wave, etc.). Further, regarding the transmission of the operation notice flag, the reliability may be improved by using a multiplex system.

  The necessity determination of the operation delay with respect to the T / M pump 40 may be performed by monitoring the power consumption state, or may be performed by preliminarily recording the necessary delay region in the HV-ECU 100 after being estimated in terms of design. For example, in the traveling condition of the hybrid vehicle 10, an area where it is determined that the operation delay of the T / M pump 40 is necessary may be set in advance.

  The operation delay time when delaying the operation of the T / M pump 40 may be a uniform set value instead of the above-described embodiment. In the above embodiment, the operation delay time may be determined according to the situation (timing, oil temperature, etc.) when the operation of the T / M pump 40 is delayed.

(Second Embodiment)
A second embodiment will be described. In the second embodiment, the same reference numerals are given to components having the same functions as those described in the above embodiment, and duplicate descriptions are omitted.

  In the first embodiment, the level of priority of relative power supply between the power loads does not change. For example, in the T / M pump 40 and the ECB pump 31, the priority of power supply to the T / M pump 40 is always higher. In the present embodiment, the relative priority of power supply changes according to the traveling state of the hybrid vehicle 10. This is because the degree to which the fuel consumption is reduced when the power supply is delayed in each power load may vary depending on the running state.

  For example, when the T / M pump 40 is operated to assist the engine oil pump during EHV traveling, even if the operation of the T / M pump 40 is delayed, the degree of reduction in fuel consumption is small. On the other hand, in the case where the T / M pump 40 is operated at the time of transition from EHV traveling to EV traveling, if the operation of the T / M pump 40 is delayed, the degree of reduction in fuel consumption increases. That is, in the T / M pump 40, in the traveling state (predetermined traveling state) in which the EHV traveling is changed to the EV traveling (predetermined traveling state), when the power supply is delayed compared to the traveling state other than the predetermined traveling state, the hybrid vehicle 10 The degree of lowering the fuel consumption of becomes larger.

  As described above, in a predetermined power load, the degree of reduction in fuel consumption may be changed depending on the traveling state when the delay of power supply is made. In the present embodiment, in a vehicle having such a predetermined power load, the priority of power supply to a predetermined power load is higher in a predetermined traveling state where the degree of reduction in fuel consumption is greater than in other traveling states. . In this case, regardless of a predetermined priority order, the power supply to the power load having a large fuel consumption influence (first power load) is given priority over the power request to the power load having a small fuel consumption influence (second power load).

  For example, in a predetermined priority order, even if the priority order of the ECB pump 31 is higher than the priority order of the T / M pump 40, in a predetermined traveling state (a traveling state in which transition from EHV traveling to EV traveling) is performed, T The power supply to the / M pump 40 has priority over the power supply to the ECB pump 31. That is, when the hybrid vehicle 10 is in a predetermined traveling state, the ECB pump 31 is in the second power load and the T / M pump 40 is in the first power load, and power supply to the T / M pump 40 is performed. Priority is given to power supply to the ECB pump 31. On the other hand, when the hybrid vehicle 10 is not in a predetermined traveling state, the power supply to the ECB pump 31 is given priority over the power supply to the T / M pump 40 based on a predetermined priority order. In this way, when the priority level is switched depending on the traveling state, the power load with the lower priority level may be on the side that issues the operation notice flag.

  Thus, only when the hybrid vehicle 10 is in a predetermined traveling state, the priority of power supply to a predetermined power load is made higher than when it is not, thereby delaying the supply of power to the power load. Reduction of fuel consumption due to is suppressed. In addition, when the hybrid vehicle 10 is not in a predetermined traveling state, the power load to be delayed is determined according to a predetermined priority order, thereby producing an effect corresponding to the initial priority order.

  The predetermined traveling state is a traveling state in which the degree of reduction in fuel consumption is greater when power supply to the T / M pump 40 (first power load) is delayed than in traveling states other than the predetermined traveling state. It is not limited to. For example, the predetermined traveling state has a large difference in the degree of fuel consumption reduction when power supply is delayed between the T / M pump 40 (first power load) and the ECB pump 31 (second power load). It may be in a running state. In a predetermined running state, the degree of fuel consumption reduction when the power supply to the T / M pump 40 is delayed is greater than the degree of fuel consumption reduction when the power supply to the ECB pump 31 is delayed. If the power supply to any power load is delayed and the effect on fuel efficiency is not significantly different in this driving state, switching the priority of power supply in the predetermined driving state can reduce the fuel consumption. It becomes possible to suppress.

  The control of the present embodiment is also effective when the degree of influence of the two power loads on the fuel consumption is reversed between the predetermined traveling state and a traveling state other than the predetermined traveling state. For example, in a predetermined traveling state, the degree of reduction in fuel consumption when power supply to the T / M pump 40 is delayed is greater than the degree of reduction in fuel consumption when power supply to the ECB pump 31 is delayed. On the contrary, in a traveling state other than the predetermined traveling state, the degree of fuel consumption decrease when the power supply to the ECB pump 31 is delayed, and the degree of fuel consumption decrease when the power supply to the T / M pump 40 is delayed. It is possible to become larger. In such a case, if the power supply priority is changed regardless of the predetermined power supply priority in a predetermined traveling state, a reduction in fuel consumption when the power supply is delayed is suppressed. Can do.

  Note that, depending on the initial priority determination criteria, the reverse of the priority order may be prohibited even when the hybrid vehicle 10 is in a predetermined traveling state. For example, it is only necessary to prohibit the switching of the priority order between the power loads in which the relative priority order is set according to the degree of direct safety, depending on the influence on the fuel consumption.

  As described above, the vehicle control system according to the present invention is useful for a vehicle including a plurality of power loads that are operated by the power from the power storage device, and particularly by delaying the supply of power from the power storage device to the power load. It is suitable for suppressing fuel consumption.

1-1 Vehicle Control System 10 Hybrid Vehicle 11 Engine 12 Transmission Mechanism 17a First Motor Generator 17b Second Motor Generator 20 HV Battery 22 Auxiliary Battery 30 ECB System 31 ECB Pump 32 Accumulator 40 T / M Pump 100 HV-ECU
110 ECB-ECU

Claims (6)

A power storage device mounted on the vehicle;
A plurality of power loads that operate with power from the power storage device,
In the supply of power from the power storage device to the plurality of power loads, when the supply is delayed, the supply to the first power load having a high degree of reduction in fuel consumption of the vehicle when the supply is delayed. The vehicle control system is characterized in that priority is given over the supply to the second electric power load that reduces the degree of fuel consumption of the vehicle. The vehicle control system further includes an engine and an electric motor that are power sources of the vehicle, and the vehicle is driven by the first driving for driving the vehicle by the power of the engine or by the power of the electric motor by stopping the engine. The second run is selectively executed,
2. The vehicle control system according to claim 1, wherein the first electric power load starts operation when the engine is stopped along with the transition from the first traveling to the second traveling. In the predetermined priority of supply, the priority of the first power load is lower than the priority of the second power load,
The vehicle control system prioritizes the supply to the first power load over the supply to the second power load regardless of the predetermined priority when the vehicle is in a predetermined running state,
The predetermined traveling state is a traveling state in which the degree of reduction in fuel consumption of the vehicle is greater when the supply to the first power load is delayed than in a traveling state other than the predetermined traveling state, or 2. The vehicle control according to claim 1, wherein when the supply is delayed between the first electric power load and the second electric power load, the vehicle control is at least one of traveling states in which a difference in the degree of reduction in fuel consumption of the vehicle becomes large. system. The vehicle control system further includes an engine and an electric motor that are power sources of the vehicle, and the vehicle is driven by the first driving for driving the vehicle by the power of the engine or by the power of the electric motor by stopping the engine. The second run is selectively executed,
The first power load starts operation when at least the engine is stopped with the transition from the first travel to the second travel,
The vehicle control system according to claim 3, wherein the predetermined traveling state is a traveling state in which the first traveling is shifted to the second traveling. 5. The vehicle control system according to claim 2, wherein the first power load operates in the second traveling instead of a device that is driven by the power of the engine and operates in the first traveling. 6. The second power load is connected to a storage unit that supplies stored energy to a device included in the vehicle. When the stored energy decreases, the second power load consumes power from the power storage device and stores the stored energy. The vehicle control system according to any one of claims 1 to 5, wherein the energy is stored in a part.

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