JP5488295B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system that performs power generation control necessary for recovery of a capacity of a battery mounted on a vehicle in accordance with a decrease in the capacity of the battery.

  In general, a vehicle is configured to generate power by operating an alternator in addition to rotating a driving wheel via a transmission by rotation of an engine, thereby charging a battery.

  Conventionally, in such a vehicle configuration, when it is necessary to monitor the capacity of the battery and increase the amount of power generated by the alternator in accordance with the decrease in the capacity, the engine speed (engine) There is known a vehicle control system that temporarily increases the number of revolutions (see, for example, Patent Document 1).

  According to this configuration, since the increase factor of the rotational speed of the drive wheel accompanying the increase in the engine rotational speed is offset by lowering the transmission gear ratio, the driving state of the vehicle based on the driving operation by the driver is affected. The battery capacity can be recovered without any problems.

Japanese Patent No. 4379484

  However, in the conventional vehicle control system, when it is necessary to increase the amount of power generation, in order to reduce the gear ratio under any circumstances, the driver performs an operation for driving or accelerating the vehicle at a constant speed. The gear ratio also decreases when the vehicle is performing, and the torque fluctuation (torque increase) accompanying the decrease in the gear ratio may cause more vibration than can be predicted by the driver from the current driving operation. There is.

  In particular, when the gear ratio is lowered when the driver is performing an operation for accelerating the vehicle, the degree of increase in the engine speed becomes excessively large. There is a possibility that an engine sound more than predictable is transmitted to the driver, which may further give the driver a sense of incongruity.

  In order to solve the above problems, an object of the present invention is to provide a vehicle control system that can suitably perform power generation control without causing the driver to feel as uncomfortable as possible.

  A vehicle control system, which is an invention made to achieve the above object, includes a drive unit comprising an engine and a transmission mounted on a vehicle, and power generation for charging a battery mounted on the vehicle according to the engine speed of the engine. Department.

  Specifically, the operation detecting means detects a driving operation by the driver of the vehicle, and the battery control means monitors the capacity of the battery and generates power necessary for recovering the capacity in accordance with a decrease in the capacity of the battery. Generate guidelines. The drive control means controls the drive unit so that the vehicle is in a traveling state based on the driving operation detected by the operation detection means, and in accordance with the power generation indicator generated by the battery control means, The transmission gear ratio is adjustable.

In the configuration as this, the battery control unit, together with the above driving operation only if a deceleration operation for decelerating the vehicle, larger than the normal level based the degree of reduction in the speed ratio in the deceleration operation A guideline for increasing the engine speed can be generated as the power generation guideline .

  In the vehicle control system configured as described above, when the power generation guide is generated by the battery control unit, the drive control unit reduces the speed ratio more than the level based on the deceleration operation by the driver. By increasing the engine speed so as to achieve a traveling state based on the deceleration operation, compared to the normal deceleration, an over-deceleration factor accompanying a decrease in the gear ratio is offset.

  As a result, the engine speed will increase overall compared to normal driving, and as a result, the amount of power generation will increase, so without affecting the driving state of the vehicle based on the driving operation by the driver, It becomes possible to recover the capacity of the battery.

  In addition, in the vehicle control system configured in this way, the gear ratio does not need to be unnecessarily lowered when the vehicle is traveling at a constant speed and when it is accelerated. The generation of engine noise can be suppressed.

  It should be noted that during deceleration when it is necessary to increase the amount of power generation, there is a possibility that torque fluctuations may occur due to the degree of reduction in the gear ratio, resulting in vibrations. Since it can be naturally predicted for the driver, the vibration at this time does not give the driver a sense of incongruity as much as when the vehicle is traveling at a constant speed or during acceleration.

Thus, without giving as much as possible discomfort to the luck rolling person, it can be suitably carried out the power generation control.
On the other hand, in the present invention, when the battery control means satisfies the pre-defined principle condition, the degree of reduction in the gear ratio is reduced only when the above driving operation is a deceleration operation for decelerating the vehicle. A guideline for increasing the engine speed while increasing the engine speed above the normal level based on the deceleration operation is generated as the power generation guideline .

In other words, in the present invention, depending on the conditions, even when the driving operation is not a deceleration operation, the generation of a power generation indicator similar to the conventional one that temporarily increases the engine speed with a decrease in the gear ratio is exceptionally recognized. Configure as follows.

In the vehicle control system of the present invention configured as described above, depending on the situation, even when the vehicle is traveling at a constant speed or when accelerating, the engine speed is increased along with a decrease in the gear ratio, so that during normal traveling As a result, the engine speed increases more comprehensively, and the capacity of the battery can be recovered relatively early.

  In addition, the above-mentioned principle condition may be that the battery capacity is low, or may be a condition that the battery reduction rate indicating the battery capacity reduction rate is less than a preset reference reduction rate. Good. Here, the concept expressed by the amount of decrease in battery capacity per unit time is defined as the battery decrease rate.

  In other words, in the latter configuration, it is not necessary to charge the battery so rapidly if the battery is gradually reduced. Therefore, by performing power generation control with a reduction in the gear ratio only when the vehicle is decelerated, compared to the conventional configuration, Although the opportunity to increase the amount of power generation decreases as a whole, it is possible to suppress the driver from feeling uncomfortable due to torque fluctuation.

  Further, when the battery decrease rate is higher than the reference decrease rate, the battery control means may generate a guideline for increasing the engine speed as the transmission ratio decreases as a power generation guide regardless of the above-described driving operation.

  In other words, in such a configuration, if the battery capacity is suddenly decreased, power generation control accompanied by a decrease in the gear ratio is performed even when the vehicle is running at a constant speed or during acceleration. Although there is a possibility of giving the driver a sense of incongruity, the opportunity for increasing the amount of power generation increases as a whole, so the battery can be charged relatively quickly.

  By the way, the capacity of the battery is simply measured by integrating the difference between the charge amount and the discharge amount of the battery. However, in the present invention, it is not always necessary to determine the battery decrease rate from the actually measured battery capacity.

  For example, in a configuration including storage means for storing a learning value in which the battery decrease rate is measured in advance according to the vehicle driving condition, the battery control means calculates based on the learning value stored in the storage means. The predicted decrease rate may be used as the battery decrease rate.

  In other words, since a certain amount of battery decrease rate is predicted depending on the driving conditions, by performing power generation control using this predicted decrease rate, for example, the amount of power generation can be increased before the battery capacity actually suddenly decreases. This can greatly reduce the risk that the battery will be exhausted.

  Specifically, the learning value is stored as parameter information indicating the driving condition in association with at least one of the elapsed time from the start of the engine, the driving time of the vehicle, the position of the vehicle, the weather, and the temperature. Just do it.

  Further, for example, in a configuration in which learning values are stored in association with all of these parameter information, a detection unit for acquiring the parameter information is provided, and the battery control unit is configured to store the learning values stored in the storage unit. Among them, the predicted decrease rate may be calculated by performing weighted averaging of the learning values corresponding to the parameter information acquired using the detecting means.

  According to this configuration, since the prediction decrease rate is calculated taking into account a large amount of parameter information, it is possible to increase the prediction accuracy of the battery decrease rate as compared with the configuration calculated from the learning value corresponding to one parameter information. it can.

  In addition, about the weight at the time of carrying out the weighted average of each learning value corresponding to parameter information, although it can set beforehand based on various ways of thinking, it respond | corresponds to the elapsed time (length of driving | running time) from engine starting, for example. The weighted average may be performed with the maximum weight.

  In other words, in the present invention, since the battery capacity generally increases as the operation time becomes longer, it is noted that the correlation between the length of the operation time and the battery decrease rate is stronger than the other parameter information. The weight corresponding to the elapsed time from the start of is set to the maximum. Thereby, the improvement of the prediction precision of a battery fall rate can be expected.

  Further, as described above, the engine speed may be increased with a reduction in the gear ratio other than when the vehicle is decelerated. However, only the engine speed is increased when the vehicle is accelerated, regardless of the situation. Good.

  That is, when the driving operation is an acceleration operation for accelerating the vehicle, the battery control means may generate a guideline for increasing the engine speed while keeping the speed ratio constant as the power generation guideline.

  In the vehicle control system configured as described above, when the power generation indicator is generated by the battery control unit, the drive control unit stops the increase in the gear ratio based on the acceleration operation by the driver. As the engine speed increases so as to achieve a traveling state based on the above, the amount of power generation can be increased.

  In addition, there is a possibility that the engine sound can be easily transmitted to the driver by increasing the degree of increase in the engine speed, but it is natural that the driver can predict that the engine sound will be generated by the acceleration operation. Compared with the vibration caused by torque fluctuation, the engine sound of the engine does not give the driver a sense of incongruity.

  Therefore, according to the vehicle control system configured as described above, the power generation control can be performed more efficiently without giving the driver a sense of incongruity as much as possible.

It is a block diagram for demonstrating the vehicle control system 1 to which this invention was applied. 2 is a block diagram illustrating a main configuration of an ECU in the vehicle control system 1. FIG. It is a 1st graph which shows an example of the relationship between the battery fall rate memorize | stored in learning value memory | storage process, and parameter information. It is a 2nd graph which shows an example of the relationship between the battery fall rate memorize | stored in learning value memory | storage process, and parameter information. It is a flowchart which shows a needle | hook generating process in detail. It is a graph which shows the relationship between the estimated capacity | capacitance of the battery 4, and an actual capacity | capacitance.

Embodiments of the present invention will be described below with reference to the drawings.
[overall structure]
FIG. 1 is a configuration diagram for explaining a vehicle control system 1 to which the present invention is applied.

  As shown in FIG. 1, the vehicle control system 1 controls a drive system ECU 10 (Electronic Control Unit) that controls a drive unit including an engine 2 and a transmission 3 mounted on the vehicle, and a battery 4 mounted on the vehicle. The battery ECU 20 includes an information system ECU 30 that executes various processes using information received from the outside of the vehicle.

  And these ECU10,20,30 is connected so that communication is mutually possible via in-vehicle LAN5 (Local Area Network). In the present embodiment, CAN (Controller Area Network) is adopted as a communication protocol for the in-vehicle LAN 5.

  The information system ECU 30 is an electronic control device that performs overall control of a navigation device, audiovisual equipment, and the like, and various communication devices (including receivers). The information system ECU 30 of the present embodiment provides a VICS (Vehicle Information and Communication System) receiver 31 that receives road traffic information such as traffic jams and traffic regulations (this information includes the weather of each location). Is also connected, and the reception information (hereinafter referred to as “VICS information”) is transmitted to the battery ECU 20 via the in-vehicle LAN 5. Further, information indicating the travel route calculated by the navigation device and the current position of the vehicle (hereinafter referred to as “navigation information”) is also transmitted to the battery ECU 20 via the in-vehicle LAN 5.

  The transmission 3 is a transmission configured to transmit the rotation of the engine 2 to the axle 7 in order to rotate the drive wheels 6 of the vehicle and to change the transmission gear ratio at the time of the transmission. In the present embodiment, CVT (Continuously Variable Transmission) capable of changing the gear ratio continuously and continuously is adopted as the transmission 3. Further, the gear ratio is a concept representing the ratio of the output to the input of the engine speed, but in detail, the force (hereinafter referred to as “vehicle torque”) transmitted to the axle 7 (and hence the drive wheels 6) due to the reduction of the gear ratio. ) Increases, but the speed (vehicle speed) of the vehicle is decelerated, and it is expressed that the increase in the gear ratio causes the vehicle torque to decrease but the vehicle speed to accelerate.

  The drive system ECU 10 is connected to an accelerator opening sensor 11 that detects an accelerator operation amount (and thus an accelerator throttle opening) by a driver, and the vehicle is in a driving state (acceleration, acceleration) based on an input signal from the sensor 11. The engine speed of the engine 2 and the transmission gear ratio of the transmission 3 are controlled so as to be in a state of either deceleration or constant speed. Regarding engine speed control, fuel injection control, ignition timing control, valve opening / closing control (variable control of intake valve / exhaust valve opening / closing timing) and the like are performed so as to achieve a target engine speed.

  In addition, the drive system ECU 10 determines the engine speed and the gear ratio based on the accelerator operation amount (drive operation) by the driver in a normal state. The engine speed is corrected by an increase included in the power generation guideline from the normal level based on the engine speed, and the gear ratio is corrected so as to offset the acceleration factor of the vehicle due to the corrected engine speed. Yes.

  The battery 4 is connected to an alternator 8 that generates electric power by the rotation of the engine 2. The battery 4 charges electric power supplied from the alternator 8 through a regulator 9 that adjusts the amount of power generated by the alternator 8 and is mounted on the vehicle. It is a secondary battery that supplies electric power necessary for the operation of various electrical components (such as drive units, sensors, devices, and devices). The alternator 8 is a well-known one that includes an AC generator that generates AC power proportional to the engine speed and a rectifier that converts the AC power generated thereby into DC power.

  The battery ECU 20 monitors the amount of charge of the battery 4 by measuring the current flowing through the connection line between the regulator 9 and the battery 4, and the current flowing through the connection line between various electrical components and the battery 4. Is measured, and a known battery monitoring process for monitoring the capacity of the battery 4 is performed by integrating the difference between the amount of charge and the amount of discharge.

  The battery ECU 20 monitors the power generation amount of the alternator 8 by measuring the current flowing through the connection line between the alternator 8 and the regulator 9, and periodically acquires the power generation amount and the battery monitoring process. On the basis of the capacity of 4, for example, when the capacity of the battery 4 is sufficient, a charge adjustment process for preventing overcharging by controlling the regulator 9 is performed.

  In the charge adjustment process, when full charge is performed to supply all the amount of power generated by the alternator 8 to the battery 4 via the regulator 9, the capacity of the battery 4 decreases (when the capacity of the battery 4 is originally low). In addition, a power generation guideline necessary for capacity recovery is generated according to the reduction, and the generated power generation guideline is transmitted to the drive system ECU 10 via the in-vehicle LAN 5.

  Here, the details of the pointer generation processing will be described later, but the power generation guide determines the increase in the engine speed and the transmission gear ratio when increasing the engine speed in order to increase the amount of power generated by the alternator 8. And at least a command for control. Then, at least the engine speed is increased so that the power generation amount by the alternator 8 is increased while maintaining the operation state based on the input signal from the accelerator opening sensor 11 for the drive system ECU 10 that has received this power generation indicator. Is. Note that the power generation guide includes a command (release command) for canceling the power generation guide previously transmitted to the drive system ECU 10 when the capacity of the battery 4 is sufficient, for example.

  The battery ECU 20 also includes an air temperature sensor 21 that detects the temperatures of the outside (outside air) and the inside (inside air) of the vehicle, a rain sensor 22 that detects the amount of rain drops that adhere to the windshield, It is connected to a timing device 23 that measures time, and is configured to be able to acquire various information (outside temperature, inside temperature, amount of raindrops, date, time) from these sensors 21 and 22 and the device 23. Yes.

[Configuration of Battery ECU]
Next, FIG. 2 is a block diagram for explaining a detailed configuration of the battery ECU 20.
As shown in FIG. 2, the battery ECU 20 transmits and receives a CAN controller 24 as a communication control device that controls communication with other ECUs according to the CAN protocol, and a communication frame generated by the CAN controller 24 via the in-vehicle LAN 5. And a microcomputer (a microcomputer) 20a mainly composed of a CPU 15, a ROM 16, a RAM 17, a flash memory 18, an I / O 19, and the like. Other ECUs (such as drive system ECU 10 and information system ECU 30) basically have the same configuration, but detailed description thereof is omitted here.

  The I / O 19 is an input circuit for inputting a detection signal from the temperature sensor 21, the raindrop sensor 22, the time measuring device 23, and a measurement signal representing the current value from each of the connection lines to the microcomputer 20a. 26 and an output circuit 27 for outputting a control signal output from the microcomputer 20a to the regulator 9 or the like.

  Although the details will be described later, the flash memory 18 is provided with an area for storing the capacity reduction rate of the battery 4 (hereinafter referred to as “battery reduction rate”) and various parameter information in association with each other. Yes. However, in this embodiment, the various parameter information includes temperature information including outside temperature and inside temperature, weather information including raindrop amount, season information including date, and time as information indicating vehicle running conditions. It includes at least time information that represents, time information that represents an elapsed time from the start time of the engine 2, and position information that represents the position of the vehicle.

  Based on the program stored in the ROM 16, the CPU 15 uses the RAM 17 as a work area, and in addition to the battery monitoring process and the charge adjustment process (including the pointer generation process), the battery reduction rate and the parameter information described above. A learning value storing process for storing in the flash memory 18 in association with each other is performed.

  For example, in the learned value storage process, first, the travel route calculated by the navigation device among the navigation information and VICS information received via the CAN controller 24 is stored in the flash memory 18. Then, by obtaining the difference between the previous value and the current value of the capacity of the battery 4 that is periodically acquired in the battery monitoring process, the battery decrease rate representing the obtained value is obtained as the current position of the vehicle on the travel route. (Location information) and a traffic jam location (traffic jam information), and the temperature information, weather information, season information, time information, and elapsed information acquired via the I / O 19 at that time are stored in the flash memory 18. Note that the battery reduction rate at this time excludes a value when the power generation amount of the alternator 8 increases due to generation of the power generation guideline.

  3 and 4 show the relationship between the battery decrease rate stored in the flash memory 18 at this time, elapsed information (elapsed time from the start time of the engine 2), and time information (time) as an example of parameter information. It is a graph showing.

  As shown in FIG. 3, the battery decrease rate tends to decrease as the elapsed time (operation time) from the start time of the engine 2 increases, and further, the negative value increases (that is, the battery charge rate increases). is there. This is considered to be because the capacity of the battery 4 generally increases as the operation time becomes longer, and therefore the capacity of the battery 4 is less likely to decrease without specially increasing the power generation amount of the alternator 8.

  In addition, as shown in FIG. 4, the battery decrease rate increases from the morning commute time or from the evening to the night return time depending on the time, and the negative value increases in the late night time (that is, the battery charge rate is increased). Tend to be larger). This is considered to be because the stop time of the vehicle becomes longer as the degree of crowding of the vehicle generally increases, and the capacity of the battery 4 tends to decrease unless the power generation amount of the alternator 8 is increased specifically. . In addition, associating the battery decrease rate with the traffic jam information is caused by the same concept.

  Furthermore, although not shown, if an air conditioner is installed to reduce the temperature in the vehicle in the summer, the rotation of the engine 2 is consumed for driving the compressor, and the capacity of the battery 4 is likely to be reduced. The rate of decline tends to increase in the summer depending on the season. Further, when the compressor is driven in order to remove the fogging of the windshield, or the heat ray disposed inside the glass is heated to remove the fogging of the rear glass (that is, the defroster is used), the battery 4 Therefore, the battery decrease rate tends to increase when the temperature difference between the outside air and the inside air is large due to the temperature in winter. If it is difficult to reduce the temperature difference by opening the window, it is assumed that the defroster must be used if the temperature difference between the outside air and the inside air is large. There is a tendency to grow.

Hereinafter, the battery decrease rate stored in the flash memory 18 in association with various parameter information will be referred to as a “learning value”.
[Guideline generation processing]
Next, the pointer generation processing executed by the CPU 15 will be described in detail along the flowchart of FIG. However, this process is executed when, in the above-described charge adjustment process, the discharge amount of the battery 4 exceeds the charge amount, and the full charge is performed by stopping the control of the regulator 9.

  When this process is started, first, in S110, the above-described battery decrease rate is calculated by obtaining a difference between the previous value and the current value of the capacity of the battery 4 periodically acquired in the battery monitoring process. .

  In subsequent S120, navigation information and VICS information are acquired via the CAN controller 24, and temperature information, weather information, season information, time information, and progress information are acquired via the I / O 19, thereby obtaining the parameter information described above. get.

  In subsequent S130, the learning value corresponding to the parameter information acquired in S120 is read from the flash memory 18. For example, the learning value corresponding to each of the elapsed time from the start time of the engine 2, the current time, the current position on the travel route, and the current season is temporarily stored in the work area of the RAM 17.

  In subsequent S140, the learning value read out in S130 is weighted and averaged to predict the battery decrease rate predicted until a predetermined time (for example, a time corresponding to one cycle of the learned value storage process) elapses from now. Calculate the rate of decline. For example, when a weighted average is performed with the weight corresponding to the elapsed time from the start time of the engine 2 being maximized, it corresponds to the elapsed time from the start time of the engine 2, the current time, the current position on the travel route, and the current season. The prediction reduction rate is calculated by setting the weight to 2: 1: 1: 1.

  In subsequent S150, the predicted decrease rate calculated in S140 is converted into a predicted capacity representing the capacity of the battery 4 predicted after the predetermined time. For example, the predicted capacity of the battery 4 is calculated by adding the battery decrease rate calculated in the same step and the predicted decrease rate calculated in S140 to the previous value of the capacity of the battery 4 acquired in S110. Thereby, as shown in FIG. 6, it can be expected that an approximate value of the actual capacity of the battery 4 is obtained a predetermined time ago.

  In subsequent S160, it is determined whether or not the predicted capacity of the battery 4 converted in S150 exceeds a preset first threshold (for example, 80%). If an affirmative determination is made here, the process proceeds to S170. If a negative determination is made, the process proceeds to S180.

  In S170, even if the current battery decrease rate is large, it is highly likely that the capacity of the battery 4 will naturally recover after the predetermined time has elapsed due to normal charging. When the power generation guideline for transmitting is transmitted to the drive system ECU 10, a release command is generated, and the process proceeds to S210.

  In S180, it is determined whether or not the predicted capacity of the battery 4 converted in S150 is lower than a preset second threshold (for example, 60%). If an affirmative determination is made here, the process proceeds to S190, and negative If it is determined, the process proceeds to S200.

  In S190, since there is a high possibility that the capacity of the battery 4 will drop drastically after the predetermined time has elapsed, an increase with respect to the engine speed based on the driving operation by the driver is set regardless of the predetermined vehicle conditions. Then, an exception command for increasing the engine speed by the increase with the reduction in the gear ratio is generated, and the process proceeds to S210.

  In S200, an increase in the engine speed is set in the same manner as in S190, but it is highly likely that the capacity of the battery 4 drops gradually after the predetermined time has elapsed. A principle command for increasing the engine speed as much as possible is generated, and the process proceeds to S210. Specifically, the vehicle condition is that the driving operation by the driver is a deceleration operation for decelerating the vehicle or an acceleration operation for accelerating the vehicle. The principle command is that if the above driving operation is an acceleration operation, the engine speed is increased with the gear ratio kept constant, and if it is a deceleration operation, the engine is increased by the set increment. This is a command to increase the number of revolutions and to make the degree of reduction of the gear ratio larger than the normal level based on the deceleration operation.

  In S210, the power generation indicator representing the command generated in any of S170, S190, and S200 is transmitted to the drive system ECU 10 via the CAN controller 24, and the process proceeds to S110.

  Accordingly, the drive system ECU 10 that has received the power generation guide controls the engine speed of the engine 2 and the transmission gear ratio of the transmission 3 based on the power generation guide and the driving operation by the driver. The power generation amount of 8 will change.

  (1) When there is a high possibility that the battery 4 will be recovered early even if the capacity of the battery 4 decreases, the engine speed is set to a normal level based on the driving operation regardless of the driving operation by the driver. The power generation amount of the alternator 8 increases or decreases as usual in proportion to the engine speed.

  (2) When there is a high possibility that the capacity drop of the battery 4 is gradual, the engine speed is set to a level higher than the normal level during acceleration and deceleration of the vehicle, and the power generation amount of the alternator 8 is higher than normal. When the vehicle travels at a constant speed, the power generation amount of the alternator 8 increases or decreases as usual. The engine speed increases by an amount necessary for vehicle acceleration while maintaining a constant gear ratio during acceleration, and increases by a predetermined amount from the normal level during deceleration (however, the speed change at this time) The ratio is reduced by as much as necessary for vehicle deceleration).

  (3) When there is a high possibility that the capacity of the battery 4 is drastically reduced, the engine speed is set to a level higher than the normal level by a predetermined amount regardless of the driving operation by the driver (and thus the running state of the vehicle). The amount of power generated by the alternator 8 is greater than in the cases (1) and (2).

[Effect of this embodiment]
As described above, in the vehicle control system 1 of the present embodiment, when there is a high possibility that the capacity drop of the battery 4 is gradual based on the predicted battery capacity, it is higher than the normal level based on the driving operation by the driver. The period during which the gear ratio decreases is limited when the vehicle decelerates.

  Therefore, according to the vehicle control system 1 of the present embodiment, the possibility of causing torque fluctuation and vibration due to the increase in the degree of reduction in the gear ratio is limited when the vehicle is decelerated. Since the possibility of such vibration can be easily assumed for the driver, the power generation control can be suitably performed without causing the driver to feel uncomfortable as much as possible.

  Further, in the vehicle control system 1, when there is a high possibility that the capacity drop of the battery 4 is moderate based on the predicted battery capacity, there is a period during which the engine speed increases from the normal level based on the driving operation by the driver. Not only when the vehicle is decelerating but also when the vehicle is accelerating.

  Thereby, since the opportunity to increase the electric power generation amount of the alternator 8 increases relatively, electric power generation control can be performed efficiently. Moreover, when the vehicle is accelerating, the engine speed increases by the amount necessary for accelerating the vehicle while maintaining a constant gear ratio, so the possibility of causing vibration by reducing torque fluctuations is reduced. Power generation control can be performed efficiently without giving the driver a feeling of strangeness.

  Furthermore, in the vehicle control system 1, the battery ECU 20 simply transmits the power generation guide generated based on the capacity of the battery 4 to the in-vehicle LAN 5, and then the drive system ECU 10 determines from the power generation guide and the accelerator opening sensor 11. Based on this detection signal, the engine speed is increased in order to increase the power generation amount of the alternator 8.

  Thereby, since there is no need to connect the battery ECU 20 and the accelerator opening sensor 11, it is possible to eliminate unnecessary costs by omitting the connection line, and for the battery ECU 20, depending on the driving operation by the driver. Therefore, it is not necessary to variably set the increment of the engine speed, so that the processing load can be reduced. In addition, since the drive system ECU 10 only needs to increase the engine speed by a preset increase, it is not necessary to perform complicated processing, and as a result, power generation control is efficiently performed with a simple system configuration. be able to.

[Correspondence between this embodiment and claims]
In the above embodiment, the alternator 8 and the regulator 9 are the power generation unit, the accelerator opening sensor 11 is the operation detection means, the drive system ECU 10 is the drive control means, the battery ECU 20 is the battery control means, the flash memory 18 is the storage means, and the temperature sensor 21, the raindrop sensor 22, the time measuring device 23, and the information system ECU 30 correspond to detection means.

[Other Embodiments]
As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, In the range which does not deviate from the summary of this invention, it is possible to implement in various aspects.

  For example, in the guideline generation process of the above embodiment, the content of the power generation guideline is determined by comparing the predicted capacity of the battery 4 with the first and second threshold values set in advance. It is not necessarily limited to the predicted capacity, and the battery decrease rate may be compared with a preset reference decrease rate, or the predicted decrease rate and the reference decrease rate may be compared. Alternatively, a value obtained by adding the battery decrease rate and the predicted decrease rate may be compared with a preset third threshold value.

  In the guideline generation processing of the above embodiment, the predicted capacity of the battery 4 is between the first threshold value and the second threshold value for the condition for generating the power generation guideline indicating the principle command (corresponding to the principle condition). However, the present invention is not limited to this. For example, the battery decrease rate may be smaller than the reference decrease rate. Furthermore, in the guideline generation process, a power generation guideline indicating an exception command may be generated when the battery decrease rate is higher than the reference decrease rate.

  The principle command of the above embodiment is a content that increases the engine speed only when the vehicle is decelerated and accelerated, but may be a content that is limited only when the vehicle is decelerated. Furthermore, in the pointer generation process, a power generation pointer indicating a principle command that increases the engine speed only when the vehicle is decelerated may be generated regardless of the principle condition.

  In addition, the exception command of the above-described embodiment is a content that increases the engine speed with a decrease in the gear ratio regardless of the traveling state of the vehicle, but the state in which the gear ratio is maintained constant only when the vehicle is accelerated. In order to increase the engine speed, a special exception may be provided.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle control system, 2 ... Engine, 3 ... Transmission, 4 ... Battery, 5 ... In-vehicle LAN, 8 ... Alternator, 9 ... Regulator, 10 ... Drive system ECU, 11 ... Accelerator opening sensor, 15 ... CPU, 18 ... Flash memory, 20 ... battery ECU, 20a ... microcomputer, 21 ... temperature sensor, 22 ... raindrop sensor, 23 ... timer, 24 ... CAN controller, 31 ... VICS receiver, 30 ... information system ECU.

Claims (7)

A drive unit comprising an engine and a transmission mounted on a vehicle;
A power generation unit that charges a battery mounted on the vehicle according to the engine speed of the engine;
Operation detecting means for detecting a driving operation by a driver of the vehicle;
Drive control means for controlling the drive unit so that the vehicle is in a running state based on the driving operation detected by the operation detection means;
Battery control means for monitoring the capacity of the battery and generating a power generation guideline necessary for recovery of the capacity in accordance with a decrease in the capacity of the battery;
In the vehicle control system in which the drive control means can change the engine speed and the transmission gear ratio in accordance with the power generation guide generated by the battery control means,
When the battery control means satisfies a pre-defined principle condition, the battery control means determines the degree of reduction in the gear ratio based on the deceleration operation only when the driving operation is a deceleration operation for decelerating the vehicle. And generating a guideline for increasing the engine speed as the power generation guideline ,
The vehicle control system according to claim 1, wherein the principle condition is a condition that a battery decrease rate indicating a decrease rate of the capacity of the battery is smaller than a preset reference decrease rate. The battery control means, when the battery decrease rate is greater than the reference decrease rate, generates a pointer for increasing the engine speed as the gear ratio decreases as the power generation indicator regardless of the driving operation. The vehicle control system according to claim 1 , wherein: A storage unit for storing a learning value in which the battery decrease rate is measured in advance according to a traveling condition of the vehicle;
The battery control unit, a vehicle control system according to claim 1 or claim 2, characterized by using the prediction reduction ratio calculated based on the learning value stored in the storage means as the battery decrease rate. The learning value is stored as parameter information indicating the driving condition in association with at least one of the elapsed time from the start of the engine, the driving time of the vehicle, the position of the vehicle, the weather, and the temperature. The vehicle control system according to claim 3 . Comprising a detecting means for obtaining parameter information indicating the traveling condition;
The learning value is stored as the parameter information in association with the elapsed time from the start of the engine, the traveling time of the vehicle, the position of the vehicle, the weather and the temperature,
The battery control unit calculates the prediction decrease rate by performing a weighted average of each learning value corresponding to the parameter information acquired using the detection unit among the learning values stored in the storage unit. The vehicle control system according to claim 3 . The vehicle control system according to claim 5 , wherein the predicted decrease rate is a weighted average value with a maximum weight corresponding to the elapsed time from the start of the engine. When the driving operation is an acceleration operation for accelerating the vehicle, the battery control unit generates, as the power generation indicator, a pointer for increasing the engine speed while keeping the speed ratio constant. The vehicle control system according to any one of claims 1 to 6 .