JP2020140407A - Control device for vehicle - Google Patents

Abstract

To suppress an erroneous determination about the presence/absence of a response that switching from automatic driving control to autonomous driving control is agreed, based on a predetermined operation by a driver.SOLUTION: The presence/absence of a response that switching from automatic driving control to autonomous driving control is agreed is determined based on whether or not any one predetermined operation of multiple kinds of predetermined operations by a driver is performed continuously as long as or longer than a predetermined recognition time which is set for each kind of the predetermined operation. Therefore, the presence of the response may be hard to be determined in such an operation that does not intend the response of the agreement. Thus, an erroneous determination about the presence/absence of the response that the switching from the automatic driving control to the autonomous driving control is agreed, based on the predetermined operation by the driver is suppressed.SELECTED DRAWING: Figure 8

Description

The present invention relates to a vehicle control device including a power source and a power transmission device.

A vehicle control device equipped with a power source and a power transmission device is well known. For example, the self-driving vehicle control device described in Patent Document 1 is that. In Patent Document 1, when it is determined that the vehicle is automatically driven and that the automatic driving cannot be safely executed during the automatic driving, the driver is notified to urge the driver to cancel the automatic driving. It is disclosed that if the driver does not cancel the automatic driving even if the notification prompting the cancellation of the automatic driving is given, the vehicle is guided to a stop point where the vehicle can be safely stopped and stopped.

Japanese Unexamined Patent Publication No. 2014-106854

By the way, as a method of canceling the automatic driving in response to the above-mentioned notification prompting the cancellation of the automatic driving, that is, a method of responding to the notification, for example, a predetermined operation of the vehicle by the driver can be considered. However, if this predetermined operation is a simple operation such as touching something in the vehicle interior, such an operation may be performed even though the driver does not intend to respond. There is a risk that the driver will mistakenly determine that he / she has responded to the notification due to an operation performed unintentionally.

The present invention has been made in the background of the above circumstances, and an object of the present invention is an error in the presence or absence of a response based on a predetermined operation by a driver who has agreed to switch from automatic driving control to autonomous driving control. It is an object of the present invention to provide a vehicle control device capable of suppressing a judgment.

The gist of the first invention is (a) a control device for a vehicle provided with a power source and a power transmission device, and (b) autonomous driving control for traveling based on the driving operation of the driver. A driving control unit capable of performing automatic driving control by automatically performing driving control of the vehicle regardless of the driving operation of the driver, and (c) the autonomous driving from the automatic driving control. When switching to control, one of a notification unit that notifies the driver that he / she has agreed to switch to the autonomous driving control, and (d) a plurality of types of predetermined operations by the driver. A response determination unit that determines the presence or absence of the response based on whether or not the predetermined operation has been continuously performed for the predetermined recognition time or longer, and (e) recognition that sets the predetermined recognition time for each type of the predetermined operation. It is to include a time setting unit.

According to the first invention, whether or not any of a plurality of types of predetermined operations by the driver is continuously performed for a predetermined recognition time or longer set for each type of predetermined operation. Based on this, it is determined whether or not there is a response that the user has agreed to switch from the automatic driving control to the autonomous driving control. Therefore, it may be difficult to determine that the response is present in an operation that does not intend the response that the driver agrees. Therefore, it is possible to suppress an erroneous determination of whether or not there is a response based on a predetermined operation by the driver who has agreed to switch from the automatic driving control to the autonomous driving control.

Preferably, in the vehicle control device according to the first invention, the recognition time setting unit has the predetermined recognition for each type of the predetermined operation so that the predetermined operation becomes longer as the operation is simpler. It is to set the time. In this way, the simpler the predetermined operation is, the more difficult it is to determine that there is a response in an operation that is not intended to be a response of consent.

Further, preferably, in the vehicle control device according to the first invention, the predetermined operation is a response means for giving a response that the user has agreed to switch to the autonomous driving control, and is a predetermined manual operation. Is. The manual operation is that the steering wheel is gripped. The manual operation is that the shift lever is operated to the D operation position. The D operation position is a forward travel operation position that enables forward travel in the vehicle.

Further, preferably, in the vehicle control device according to the first invention, when the response determination unit determines that the vehicle control device has or does not have the response, the operation control unit controls the operation of the vehicle. While switching from the automatic driving control to the autonomous driving control, if the response determination unit determines that there is no response, the evacuation mode is established and the vehicle is evacuated to a safe place as much as possible. It is in. By doing so, it is possible to eliminate erroneous determination in determining whether or not the automatic driving control based on the detected driver's condition may be canceled, and the number of driving scenes in which the automatic driving control can be used increases.

Further, preferably, in the vehicle control device according to the first invention, the notification unit is intended to accelerate the timing of starting the notification as the arousal level of the driver is smaller. By doing so, the number of situations that can be switched to autonomous driving control increases.

Further, preferably, in the vehicle control device according to the first invention, the timing at which the notification unit starts the notification so that the road condition to the point where the autonomous driving control is restored is congested. Is to slow down. In this way, the driver has more time to respond to the notification and the probability of being able to respond to the notification increases.

Further, preferably, in the vehicle control device according to the first invention, the driving control unit controls the driving of the vehicle when the response determination unit determines that there is a response. When switching from the automatic driving control to the autonomous driving control, the driving state under the automatic driving control is maintained for a predetermined period of time after the response to the notification. In this way, for example, it is possible to suppress an increase in the rotational speed of the power source and a shock generated by the power transmission device. In order to facilitate such an effect, the driving control unit is in the driving state under the automatic driving control for a certain period of time immediately before responding to the notification regardless of the acceleration operation amount of the driver. The purpose is to continue the running state under the automatic driving control.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped speed change part illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission part and a mechanical stepwise transmission part. It is a figure which shows an example of the shift map used for the shift control of a stepped transmission part, and the power source switching map used for switching control between a hybrid run | motor run, and is also a figure which shows the relationship between them. It is a figure which shows an example of the predetermined relationship (map) between the driver's arousal degree and the notification start timing. It is a figure which shows an example of the predetermined relationship (map) between the road condition until the return to autonomous driving and the notification start timing. It is a figure which shows an example of the predetermined relationship (map) between the difficulty level of a response means, and the consent recognition time. It is a flowchart explaining the main part of the control operation of an electronic control unit, that is, the control operation for suppressing an erroneous judgment of the presence or absence of a response based on a predetermined operation by the driver who has agreed to switch from automatic operation control to autonomous operation control. .. It is a figure which shows an example of the time chart when the control operation shown in the flowchart of FIG. 8 is executed.

In the embodiment of the present invention, the power transmission device includes a transmission. The gear ratio in this transmission is "rotational speed of the rotating member on the input side / rotational speed of the rotating member on the output side". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

The power source is, for example, an engine such as a gasoline engine or a diesel engine that generates power by burning fuel. Further, the vehicle may be provided with an electric motor or the like as the power source in addition to or in place of the engine. In a broad sense, the electric motor is included in the engine.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram for explaining a schematic configuration of a power transmission device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. .. In FIG. 1, the vehicle 10 includes an engine 14, a first rotating machine MG1, and a second rotating machine MG2. The power transmission device 12 includes an electric continuously variable transmission unit 18 and a mechanical continuously variable transmission unit 20 and the like, which are arranged in series on a common axis in a transmission case 16 as a non-rotating member attached to a vehicle body. I have. The electric continuously variable transmission 18 is directly connected to the engine 14 or indirectly via a damper (not shown) or the like. The mechanical continuously variable transmission 20 is connected to the output side of the electric continuously variable transmission 18. Further, the power transmission device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. ing. In the power transmission device 12, the power output from the engine 14 and the second rotary machine MG2 is transmitted to the mechanical stepped speed change unit 20, and the power is transmitted from the mechanical stepped speed change unit 20 via the differential gear device 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission 18 is referred to as a continuously variable transmission 18, and the mechanical continuously variable transmission 20 is referred to as a continuously variable transmission 20. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the continuously variable transmission unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is an engine that functions as a power source capable of generating drive torque, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 90 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by the 90, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

The continuously variable transmission 18 is a power dividing mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission 18. The differential mechanism 32 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotary machine. The second rotary machine MG2 is a rotary machine that functions as a power source capable of generating drive torque, and corresponds to a traveling drive rotary machine. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a power source for traveling. The power transmission device 12 transmits the power of the power source to the drive wheels 28. To control the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is connected to. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that forms a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that forms part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotation member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission 18, the stepped transmission 20 is connected. , A transmission that forms part of a power transmission path between a power source (second rotary MG2 or engine 14) and drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is based on each engaging hydraulic pressure PRcb as each engaging pressure of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched.

In the stepped transmission unit 20, the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging an engaging device, for example, a predetermined engaging device, which is one of a plurality of engaging devices. / A stepped transmission in which one of a plurality of gears (also referred to as gears) having a different output rotation speed No) is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any of the plurality of engaging devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a compound transmission which is an entire transmission in which the continuously variable transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 steps of forward AT gear steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped speed change unit 20, and blank indicates release.

In the stepped transmission unit 20, the AT gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, and the like are switched by the electronic control device 90 described later, that is, a plurality of AT gear stages are selectively selected. Is formed in. For example, in the shift control of the stepped speed change unit 20, the shift is executed by gripping any one of the engaging devices CB, that is, the shifting is executed by switching between the engagement and the disengagement of the engaging device CB. So-called clutch-to-clutch shifting is performed. In this embodiment, for example, the downshift from the AT 2nd gear to the AT 1st gear is represented as 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements of the continuously variable transmission unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in this order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

Expressed using the co-line diagram of FIG. 3, in the differential mechanism 32 of the continuously variable transmission 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 30. Therefore, the rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 30. In the continuously variable transmission unit 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0 and L0R that cross the vertical line Y2.

Further, in the stepped speed change unit 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It is selectively connected to the intermediate transmission member 30 via the clutch C2 and selectively connected to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 16 via the brake B1. ing. In the stepped speed change unit 20, "1st", "2nd", and "3rd" on the output shaft 22 are formed by the straight lines L1, L2, L3, L4, LR crossing the vertical line Y5 by the engagement release control of the engagement device CB. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. Shown. In this hybrid traveling mode, in the differential mechanism 32, when the reaction force torque, which is a negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10, whichever of the AT 1st gear and the AT 4th gear. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor traveling mode in which the engine 14 is stopped and the motor traveling by using the second rotary machine MG2 as a power source is possible, the carrier CA0 in the differential mechanism 32 Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles in a negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is any of the AT 1st gear and the AT 4th gear as the driving torque in the forward direction of the vehicle 10. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the AT gear stage is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor drive mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 90, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotating machine MG2, the reverse traveling can be performed. Here, the MG2 torque Tm for forward rotation is a power running torque that becomes a positive torque for forward rotation, and the MG2 torque Tm for backward rotation is a power running torque that becomes a negative torque for negative rotation. In this way, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear is to use the same AT gear as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

In the power transmission device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power are intermediate. The differential mechanism 32 is provided with a differential mechanism 32 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the transmission member 30 is connected, and the operating state of the first rotating machine MG1 is controlled. The stepless speed change unit 18 as an electric speed change mechanism in which the differential state of the above is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, the power transmission device 12 has a differential mechanism 32 in which the engine 14 is connected so as to be able to transmit power, and a first rotary machine MG1 in which the engine 14 is connected to the differential mechanism 32 so as to be able to transmit power. The stepless speed change unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the MG 1 is configured. The continuously variable transmission 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34 serving as the input rotating member, to the MG2 rotation speed Nm, which is the rotating speed of the intermediate transmission member 30 serving as the output rotating member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in the hybrid driving, the engine 14 can be operated at an efficient driving point. That is, the stepped speed change unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a stepless transmission are combined, and the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped transmission is such that a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped transmission unit 20 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission units 18 for each AT gear stage of the stepped transmission unit 20. Assigned to establish one or more types. For example, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, a simulated 4th gear-simulated 6th gear is established for the AT 2nd gear, and an AT 3rd gear is established. It is predetermined that a simulated 7-speed gear stage-a simulated 9-speed gear stage is established for the gear stage, and a simulated 10-speed gear stage is established for the AT 4-speed gear stage. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, in the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control unit 90, and is a functional block diagram for explaining a main part of a control function by the electronic control unit 90. The electronic control device 90 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 90 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, output rotation speed sensor 62, MG1 rotation speed sensor 64, MG2 rotation speed sensor 66, accelerator opening sensor 68, throttle valve). Opening sensor 70, brake pedal sensor 71, steering sensor 72, driver status sensor 73, G sensor 74, yaw rate sensor 76, battery sensor 78, oil temperature sensor 79, vehicle peripheral information sensor 80, GPS antenna 81, for external network communication Various signals based on the values detected by the antenna 82, navigation system 83, driving support setting switch group 84, shift position sensor 85, etc. (for example, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, first rotary machine MG1) MG1 rotation speed Ng, which is the rotation speed of, MG2 rotation speed Nm, which is the AT input rotation speed Ni, accelerator opening θacc as the driver's acceleration operation amount indicating the magnitude of the driver's acceleration operation, and opening of the electronic throttle valve. The throttle valve opening θth, which is the degree, the brake on signal Bon, which is a signal indicating the state in which the brake pedal for operating the wheel brake is operated by the driver, and the brake pedal by the driver corresponding to the pedal effort of the brake pedal. Brake operation amount Bra indicating the magnitude of the stepping operation, steering angle θsw and steering direction Dsw of the steering wheel provided on the vehicle 10, steering on signal SWon which is a signal indicating the state where the steering wheel is gripped by the driver. , Driver status signal Drv which is a signal indicating the driver's condition, front-rear acceleration Gx of vehicle 10, left-right acceleration Gy of vehicle 10, yaw rate Raw which is rotation angle speed around the vertical axis of vehicle 10, battery temperature THbat of battery 54 and Battery charge / discharge current Ibat, battery voltage Vbat, hydraulic oil supplied to the hydraulic actuator of the engaging device CB, that is, hydraulic oil temperature THoil which is the temperature of the hydraulic oil that operates the engaging device CB, vehicle peripheral information Iard, GPS signal ( Track signal) Sgps, communication signal Scom, navigation information Inavi, driving support setting signal Sset, which is a signal indicating the setting by the driver in driving support control such as automatic driving control and cruise control, and operation of the shift lever provided in the vehicle 10. (Position POSsh, etc.) are supplied respectively.

The driver's acceleration operation amount, which represents the magnitude of the driver's acceleration operation, is the accelerator operation amount, which is the operation amount of the accelerator operation member such as the accelerator pedal, and is the output request amount of the driver with respect to the vehicle 10. As the output request amount of the driver, a throttle valve opening degree θth or the like can be used in addition to the accelerator opening degree θacc.

The driver status sensor 73 includes at least one of, for example, a camera that captures the driver's facial expression and pupil, a biometric information sensor that detects the driver's biological information, and the like, and the direction of the driver's line of sight and face. , Acquire the driver's condition such as eye movement, face movement, and heartbeat condition.

The vehicle peripheral information sensor 80 includes at least one of, for example, a rider, a radar, and an in-vehicle camera, and directly acquires information on a traveling road and information on an object existing around the vehicle. The rider is, for example, a plurality of riders that detect objects in front of the vehicle 10, objects on the sides, objects in the rear, and the like, or one rider that detects objects all around the vehicle 10, and the detected objects. The object information related to the vehicle is output as the vehicle peripheral information Iard. The radar is, for example, a plurality of radars for detecting an object in front of the vehicle 10, an object in the vicinity of the front, an object in the vicinity of the rear, and the like, and outputs object information related to the detected object as vehicle peripheral information Iard. The object information obtained by the rider or radar includes the distance and direction of the detected object from the vehicle 10. The in-vehicle camera is, for example, a monocular camera or a stereo camera provided on the back side of the windshield of the vehicle 10 and images the front of the vehicle 10, and outputs the imaged information as the vehicle peripheral information Iard. This imaging information includes information such as lanes of the traveling lane, signs on the traveling lane, and other vehicles, pedestrians, and obstacles on the traveling lane.

The driving support setting switch group 84 sets an automatic driving selection switch for executing automatic driving control, a cruise switch for executing cruise control, a switch for setting a vehicle speed in cruise control, and an inter-vehicle distance to a preceding vehicle in cruise control. It includes a switch to set, a switch to execute lane keep control to maintain the set lane and drive.

The GPS signal Sgps includes own vehicle position information indicating the position of the vehicle 10 on the ground surface or a map based on a signal transmitted by a GPS (Global Positioning System) satellite.

The communication signal Scom is, for example, road traffic information transmitted / received to / from a center which is an external device such as a server or a road traffic information communication system, and / or another vehicle in the vicinity of the vehicle 10 without going through the center. It includes vehicle-to-vehicle communication information directly transmitted to and received from. The road traffic information includes, for example, information such as road congestion, accidents, construction, required time, and parking lots. The vehicle-to-vehicle communication information includes, for example, vehicle information, traveling information, traffic environment information, and the like. The vehicle information includes information indicating a vehicle type such as a passenger car, a truck, or a two-wheeled vehicle. The traveling information includes, for example, vehicle speed V, position information, brake pedal operation information, turn signal lamp blinking information, hazard lamp blinking information, and the like. The traffic environment information includes, for example, information such as road congestion and construction.

Navigation information Inavi includes, for example, map information such as road information and facility information based on map data stored in advance in the navigation system 83. The road information includes information such as road types such as urban roads, suburban roads, mountain roads, highways, that is, highways, road branching and merging, road gradients, and speed limits. The facility information includes information such as the type, location, and name of a base such as a supermarket, a store, a restaurant, a parking lot, a park, a base for repairing a vehicle 10, a home, and a service area on an expressway. The service area is, for example, a highway and is a base equipped with facilities such as parking, meals, and refueling.

The navigation system 83 is a known navigation system having a display, a speaker, and the like. The navigation system 83 identifies the position of the own vehicle on the map data stored in advance based on the GPS signal Sgps. The navigation system 83 displays the position of the own vehicle on the map displayed on the display. When the destination is input, the navigation system 83 calculates the travel route from the departure point to the destination, and instructs the driver of the travel route and the like with a display, a speaker, or the like.

From the electronic control device 90, each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, external network communication antenna 82, wheel brake device 86, steering device 88, information dissemination device 89) provided in the vehicle 10 Various command signals (for example, engine control command signal Se for controlling the engine 14, rotating machine control command signal Smg for controlling the first rotating machine MG1 and the second rotating machine MG2, and engaging device CB) Hydraulic control command signal Sat for controlling the operating state, communication signal Scom, brake control command signal Sbra for controlling the braking torque by the wheel brake, steering control command signal for controlling the steering of the wheels (particularly the front wheels) Sste, information dissemination control command signal Sinf, etc. for giving a warning or notification to the driver) are output respectively.

The wheel brake device 86 is a braking device that applies braking torque by the wheel brake to the wheels. The wheel brake device 86 supplies the brake hydraulic pressure to the wheel cylinder provided on the wheel brake in response to, for example, a driver stepping on the brake pedal. In the wheel brake device 86, a master cylinder hydraulic pressure having a size corresponding to the pedaling force of the brake pedal, which is normally generated from the brake master cylinder, is directly supplied to the wheel cylinder as the brake hydraulic pressure. On the other hand, in the wheel brake device 86, for example, during ABS control, skid suppression control, vehicle speed control, automatic operation control, etc., the brake hydraulic pressure required for each control is required to generate braking torque by the wheel brake. It is supplied to the wheel cylinder. The wheels are a driving wheel 28 and a trailing wheel (not shown).

The steering device 88 applies assist torque according to, for example, the vehicle speed V, the steering angle θsw, the steering direction Dsw, the yaw rate Ryaw, and the like to the steering system of the vehicle 10. In the steering device 88, for example, during automatic driving control, torque for controlling the steering of the front wheels is applied to the steering system of the vehicle 10.

The information dissemination device 89 is a device that warns or notifies the driver when, for example, some component related to the running of the vehicle 10 breaks down or the function of the component deteriorates. The information dissemination device 89 is, for example, a display device such as a monitor, a display, or an alarm lamp, and / or a sound output device such as a speaker or a buzzer. The display device is a device that gives a visual warning or notification to the driver. The sound output device is a device that gives an auditory warning or notification to the driver.

The electronic control unit 90 calculates the charge state value SOC [%] as a value indicating the charge state of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control unit 90 calculates the chargeable / dischargeable power Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. To do. The chargeable and dischargeable powers Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. is there. The chargeable and dischargeable power Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the rechargeable power Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the dischargeable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

The electronic control device 90 includes a driving control means, that is, a driving control unit 91, an AT shift control means, that is, an AT shift control unit 92, and a hybrid control means, that is, a hybrid control unit 93, in order to realize various controls in the vehicle 10. ..

As the driving control of the vehicle 10, the driving control unit 91 automatically performs driving control of the vehicle 10 based on the driving operation of the driver and automatic driving control of the vehicle 10 regardless of the driving operation of the driver. By automatic driving control, for example, the target driving state is automatically set based on the destination and map information input by the driver, and acceleration / deceleration and steering are automatically performed based on the target driving state. It is possible to perform automatic driving control for traveling. The autonomous driving control is a driving control for driving by autonomous driving by the driving operation of the driver, and a manual driving control for driving by manual driving by the driving operation of the driver. The autonomous driving is a driving method in which the vehicle 10 is normally driven by a driver's driving operation such as an accelerator operation, a brake operation, and a steering operation. The automatic driving control is a driving control for traveling by automatic driving. The automatic driving is performed by automatically performing acceleration / deceleration, braking, steering, etc. under the control of the electronic control device 90 based on signals and information from various sensors, regardless of the driver's driving operation (intention). It is a driving method which carries out 10 running.

When the automatic driving is not selected in the automatic driving selection switch in the driving support setting switch group 84, the driving control unit 91 establishes the autonomous driving mode and executes the autonomous driving control. The operation control unit 91 executes autonomous operation control by outputting commands for controlling the stepped speed change unit 20, the engine 14, and the rotary machines MG1 and MG2 to the AT shift control unit 92 and the hybrid control unit 93, respectively.

When the driver operates the automatic driving selection switch in the driving support setting switch group 84 and automatic driving is selected, the driving control unit 91 establishes the automatic driving mode and executes the automatic driving control. Specifically, the driving control unit 91 sets various settings such as the destination, fuel efficiency priority, vehicle speed, and inter-vehicle distance input by the driver, own vehicle position information based on the GPS signal Sgps, navigation information Inavi, and /. Or, based on the communication signal Scom, the road condition such as a curve, the above-mentioned map information such as slope, altitude, legal speed, etc., infrastructure information, weather, etc., and the lane of the driving lane based on the vehicle peripheral information Iard, the sign on the driving road, driving The target driving state is automatically set based on information such as other vehicles and pedestrians on the road. The operation control unit 91 performs automatic operation control by automatically performing acceleration / deceleration, braking, and steering based on the set target traveling state. This acceleration / deceleration is acceleration of the vehicle 10 and deceleration of the vehicle 10, and braking may be included in the deceleration here.

The operation control unit 91 sets the target driving state as a target vehicle speed in consideration of a safety margin based on a target route and a target course, an actual inter-vehicle distance, a target driving torque based on a target vehicle speed and a traveling resistance, or a target acceleration / deceleration. To set. The traveling resistance is, for example, a value set in the vehicle 10 by the driver in advance, a value based on map information or vehicle specifications acquired by communication with the outside of the vehicle, or a gradient, an actual driving amount, or an actual front-rear acceleration during traveling. An estimated value calculated based on Gx or the like is used. The operation control unit 91 outputs a command to control the stepped speed change unit 20, the engine 14, and the rotary machines MG1 and MG2 to the AT shift control unit 92 and the hybrid control unit 93 so that the target drive torque can be obtained. When the target drive torque is negative, that is, when braking torque is required, at least one of the engine brake torque by the engine 14, the regenerative brake torque by the second rotary machine MG2, and the wheel brake torque by the wheel brake device 86 is braked. Torque is applied to the vehicle 10. For example, the operation control unit 91 calculates the wheel brake torque within the available range, and outputs a brake control command signal Sbra for applying the wheel brake torque to the wheel brake device 86 so that the target drive torque can be obtained. To do. In addition, the operation control unit 91 outputs a steering control command signal Sste for controlling the steering of the front wheels to the steering device 88 based on the set target traveling state.

Hereinafter, the control by the AT shift control unit 92 and the hybrid control unit 93 will be specifically described by exemplifying the case of autonomous driving control by normal driving.

The AT shift control unit 92 uses the AT gear shift map as shown in FIG. 4, for example, which is a relationship that is experimentally or designly obtained and stored in advance, that is, a predetermined relationship. The shift is determined, and the shift control of the stepped transmission unit 20 is executed as necessary. The AT shift control unit 92 uses the solenoid valves SL1-SL4 to release the engagement device CB so that the AT gear stage of the stepped transmission unit 20 is automatically switched in the shift control of the stepped transmission unit 20. The hydraulic pressure control command signal Sat for switching is output to the hydraulic pressure control circuit 56. The AT gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped transmission unit 20 is provided on two-dimensional coordinates with the vehicle speed V and the required driving force Fredem as variables. Here, the output rotation speed No or the like may be used instead of the vehicle speed V, or the required driving torque Trdem, the accelerator opening θacc, the throttle valve opening θth, or the like may be used instead of the required driving force Frdem. .. Each shift line in the AT gear shift map is an upshift line for determining an upshift as shown by a solid line and a downshift line for determining a downshift as shown by a broken line.

The hybrid control unit 93 functions as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 93 calculates the required driving force Frdem [N] of the driving wheels 28 as the driving required amount by applying the accelerator opening θacc and the vehicle speed V to, for example, the driving required amount map having a predetermined relationship. .. As the required drive amount, in addition to the required drive force Frdem, the required drive torque Trdem [Nm] on the drive wheels 28, the required drive power Prdem [W] on the drive wheels 28, the required AT output torque on the output shaft 22, and the like are used. You can also do it. The target drive torque in the automatic driving control is the same as the required driving torque in the autonomous driving control.

The hybrid control unit 93 considers the chargeable and dischargeable powers Win, Wout, etc. of the battery 54, and considers the required drive power Prdem and the like, the engine control command signal Se, which is a command signal for controlling the engine 14, and the first The rotary machine control command signal Smg, which is a command signal for controlling the rotary machine MG1 and the second rotary machine MG2, is output. The engine control command signal Se is, for example, a command value of engine power Pe, which is the power of the engine 14 that outputs engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When, for example, the hybrid control unit 93 operates the continuously variable transmission 18 as a continuously variable transmission to operate the continuously variable transmission 40 as a continuously variable transmission 40 as a whole, the required drive power Prdem takes into consideration the optimum engine fuel efficiency and the like. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, the continuously variable transmission 18 is absent. The step shift control is executed to change the shift ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

When the hybrid control unit 93 shifts the continuously variable transmission 18 like a stepped transmission and shifts the composite transmission 40 as a whole like a stepped transmission, the hybrid control unit 93 has a predetermined relationship, for example, a simulated gear. The gear shift determination of the compound transmission 40 is performed using the gear shift map, and a plurality of simulated gear gears are selectively established in cooperation with the gear shift control of the AT gear gear of the stepped transmission unit 20 by the AT gear shift control unit 92. The shift control of the continuously variable transmission unit 18 is executed as described above. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the vehicle speed V so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire vehicle speed V, and may be changed in a predetermined region, and is limited by the upper limit or lower limit of the rotation speed of each part. You may. In this way, the hybrid control unit 93 can perform shift control that changes the engine rotation speed Ne like a stepped shift. In the simulated stepped speed change control for shifting the speed of the compound transmission 40 as a whole like a stepped transmission, for example, when a driving mode that emphasizes driving performance such as a sports driving mode is selected by the driver, or the required drive torque Trdem is relatively large. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The hybrid control unit 93 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, the hybrid control unit 93 establishes the motor running mode when the required driving power Prdem is in the motor running region smaller than the predetermined threshold value, while the required driving power Prdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. The alternate long and short dash line A in FIG. 4 is a boundary line for switching whether the power source for traveling of the vehicle 10 is at least the engine 14 or only the second rotating machine MG2. That is, the alternate long and short dash line A in FIG. 4 is a boundary line between the hybrid traveling region and the motor traveling region for switching between the hybrid traveling and the motor traveling. The predetermined relationship having a boundary line as shown by the alternate long and short dash line A in FIG. 4 is an example of a power source switching map composed of two-dimensional coordinates with the vehicle speed V and the required driving force Fredem as variables. In FIG. 4, for convenience, this power source switching map is shown together with the AT gear shift map.

The hybrid control unit 93 establishes the hybrid travel mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Prdem is in the motor travel region. .. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates drive torque to drive the motor. The hybrid driving mode is a driving state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

The hybrid control unit 93 performs start control to start the engine 14 when the hybrid travel mode is established when the operation of the engine 14 is stopped. When the engine 14 is started, the hybrid control unit 93 raises the engine rotation speed Ne by the first rotary machine MG1 and ignites the engine when the engine rotation speed Ne becomes equal to or higher than a predetermined rotation speed that can be ignited. 14 is started. That is, the hybrid control unit 93 starts the engine 14 by cranking the engine 14 by the first rotary machine MG1.

Here, when it is necessary to switch from the automatic driving control to the autonomous driving control, if the driver's state is detected and it is determined that the automatic driving control may be canceled, the automatic driving control is changed to the autonomous driving control. It is conceivable to switch, that is, to cancel the automatic operation control. However, even if the automatic driving control is canceled, if there is an abnormality in the driver status sensor 73 or the like that detects the driver's condition, or if the driver's condition is erroneously recognized based on the driver status signal Drv. There is a possibility of erroneous judgment as good. In this case, the driver may not be able to respond appropriately when returning from automatic driving control to autonomous driving control.

Therefore, when returning from the automatic driving control to the autonomous driving control, the electronic control unit 90 asks the driver for consent to return to the autonomous driving control. Returning from automatic driving control to autonomous driving control means switching from automatic driving control to autonomous driving control. If the driver consents, the electronic control device 90 establishes the autonomous driving mode and returns from the automatic driving control to the autonomous driving control. Without the consent of the driver, the electronic control device 90 establishes the evacuation mode in the automatic operation control and evacuates to a safe place as much as possible. As a result, there is no erroneous determination in determining whether or not the automatic driving control based on the detected driver's condition may be canceled, and the number of driving scenes in which the automatic driving control can be used increases.

The consent of the driver is given by a predetermined operation by the driver. That is, a response is made that the driver has agreed to switch to the autonomous driving control by a predetermined operation. The predetermined operation is a response means for responding that the user has agreed to switch to the autonomous driving control. For example, a predetermined manual such as that the steering wheel is gripped or the shift lever is operated to the D operation position. It is an operation. The D operation position is a forward travel operation position that selects the D position of the compound transmission 40 that enables forward travel by executing automatic transmission control of the compound transmission 40. The electronic control unit 90 determines that the steering wheel has been gripped based on the steering on signal SWon. The electronic control unit 90 determines that the shift lever has been operated to the D operation position based on the operation position POSsh.

By the way, such an operation is easy if the response means grips the steering wheel. Therefore, it is preferable that the driver or another passenger, such as a child sitting in the passenger seat, does not consider that he / she has agreed to switch to autonomous driving control by just touching the steering wheel. Therefore, it is desired to suppress the erroneous judgment of the presence or absence of a response based on a predetermined operation by the driver who has agreed to switch from the automatic driving control to the autonomous driving control.

The electronic control device 90 is further a state determination unit in order to realize a control function of suppressing an erroneous determination of the presence or absence of a response based on a predetermined operation by the driver who has agreed to switch from the automatic operation control to the autonomous operation control. That is, it includes a state determination unit 94, a notification unit or notification unit 96, a response determination unit or response determination unit 97, and a recognition time setting unit or recognition time setting unit 98.

The state determination unit 94 determines whether or not it is necessary to switch from the automatic operation control to the autonomous operation control. For example, when the exit of the highway is the destination in the automatic driving control, it is necessary to switch to the autonomous driving control from the exit of the highway. In such a case, the state determination unit 94 determines that it is necessary to switch from the automatic driving control to the autonomous driving control when approaching the exit of the destination highway. Alternatively, the state determination unit 94 determines that it is necessary to switch from the automatic operation control to the autonomous operation control when it is predicted that it will be difficult to continue the automatic operation safely for some reason in the future.

When the state determination unit 94 determines that it is necessary to switch from the automatic driving control to the autonomous driving control, that is, when switching from the automatic driving control to the autonomous driving control, the notification unit 96 switches to the autonomous driving control. Notification N is issued asking the driver to respond that he / she has agreed. This notification N includes, for example, a notification of returning to autonomous driving control, and also includes a notification requesting that the user agrees to return to autonomous driving control by performing the predetermined operation. The notification unit 96 outputs an information dissemination control command signal Sinf for visually and / or aurally transmitting such a notification N to the driver to the information dissemination device 89.

If the driver's alertness, which is the degree of alertness, is low, that is, if the driver is sleeping or drowsy during automatic driving, if the notification N is set earlier, the vehicle will shift to evacuation driving. The probability of being able to respond to notification N increases by. As shown in FIG. 5, the notification unit 96 advances the timing of starting the notification N as the driver's alertness level decreases. As a result, the number of situations that can be switched to autonomous driving control increases. The state determination unit 94 determines the arousal level of the driver based on the driver status signal Drv or the like from the driver status sensor 73.

The time required to reach that point varies depending on whether the road conditions from the point where automatic driving control should be switched to autonomous driving control are congested or vacant. For example, when the exit of the expressway is the destination in the automatic driving control and there is congestion to the exit of the expressway, the time to reach the exit of the expressway is lengthened, so notification N is started. By delaying the timing of the operation, the execution time of the automatic operation control can be lengthened. As shown in FIG. 6, the notification unit 96 delays the timing of starting the notification N as the road condition to the point where the autonomous driving control is restored is congested. As a result, the time allowance for the driver to respond to the notification N increases, and the probability of being able to respond to the notification N increases. The state determination unit 94 determines the road condition until the autonomous driving returns based on the communication signal Scom or the like.

The response determination unit 97 determines whether or not there is a response to the notification N based on whether or not any of a plurality of types of predetermined operations by the driver has been continuously performed for a predetermined recognition time or longer. That is, it is determined whether or not the user has agreed to return to the autonomous driving control. The predetermined recognition time is a time for determining that the driver has responded to the notification N, that is, a time until the driver recognizes the consent to return to the autonomous driving control, and the recognition time setting unit 98 determines the type of the predetermined operation. It is set for each. In this embodiment, the time until the consent to return to the autonomous driving control is recognized is referred to as the consent recognition time.

The recognition time setting unit 98 sets the consent recognition time for each type of predetermined operation. For example, as shown in FIG. 7, the recognition time setting unit 98 lengthens the consent recognition time as the difficulty level of the response means becomes easier. That is, the recognition time setting unit 98 sets the consent recognition time for each type of the predetermined operation so that the predetermined operation becomes longer as the operation is simpler. The difficulty level of the response means is predetermined for each response means. For example, if the response means grips the steering wheel, the difficulty of the response means is easy. As a result, the simpler the operation, the longer the consent recognition time, and the more the false recognition is suppressed. In addition, the difficulty level of the response means includes the length of time required for the operation. Also, considering that the length of time required for one operation may differ depending on the response means, and that the length of time required for the entire operation differs if the number of times the same response means is repeated is different, we agree. The recognition time may include the concept of the number of operations, and the number of operations until the consent to return to the autonomous driving control is recognized is set so that the simpler the predetermined operation is, the larger the number of operations is. For example, in a simple operation such as pressing a button or a switch, a response is not made unless the button or switch is pressed a plurality of times.

When the response determination unit 97 determines that the driver has agreed to return to the autonomous driving control, the driving control unit 91 establishes the autonomous driving mode and switches from the automatic driving control to the autonomous driving control. At this time, the operation control unit 91 may maintain the traveling state under the automatic operation control for a predetermined period of time after the response to the notification N. As a result, it is possible to suppress the engine rotation speed Ne from rising and the shift shock. In order to facilitate such an effect, the driving control unit 91 automatically performs the driving state in the automatic driving control for a certain period of time immediately before the response to the notification N regardless of the driver's accelerator opening θacc. Continue the driving state under the driving control. This running state is, for example, engine rotation speed Ne, MG2 rotation speed Nm, AT gear stage, and the like.

When the response determination unit 97 determines that the driver does not consent to return to the autonomous driving control, the operation control unit 91 establishes the evacuation mode and evacuates to a safe place as much as possible. For example, when the response determination unit 97 determines that the response determination unit 97 does not consent to return to the point where the automatic operation control should be switched to the autonomous operation control, the operation control unit 91 saves the vehicle based on the communication signal Scom, the navigation information Inavi, or the like. Set the destination when driving. The operation control unit 91 performs automatic operation control based on the set destination when the vehicle is evacuated, moves the vehicle 10 to the destination, and stops the vehicle 10. The destination for evacuation is, for example, a service area on an expressway, a parking lot around the vehicle 10, and a roadside zone having a sufficient width.

FIG. 8 shows the main part of the control operation of the electronic control device 90, that is, the control operation for suppressing an erroneous determination of the presence or absence of a response based on a predetermined operation by the driver that he / she has agreed to switch from the automatic operation control to the autonomous operation control. It is a flowchart to explain, and is executed repeatedly, for example. FIG. 9 is an example of a time chart when the control operation shown in the flowchart of FIG. 8 is executed.

In FIG. 8, first, in step S10 corresponding to the function of the state determination unit 94 (hereinafter, step is omitted), it is determined whether or not it is necessary to switch from the automatic operation control to the autonomous operation control. If the determination in S10 is affirmed, notification N is issued in S20 corresponding to the function of the notification unit 96, asking the driver to respond that he / she has agreed to switch to autonomous driving control. Next, in S30 corresponding to the function of the response determination unit 97, it is determined whether or not the driver has responded to the notification N, that is, whether or not the driver has agreed to return to the autonomous driving control. If the determination in S30 is affirmed, the automatic operation control is switched to the autonomous operation control in S40 corresponding to the function of the operation control unit 91. If the determination in S30 is denied, the evacuation run is performed in S50 corresponding to the function of the operation control unit 91. If the determination in S10 is denied, the automatic operation control is continued in S60 corresponding to the function of the operation control unit 91.

FIG. 9 shows an example of an embodiment in which a lap period is set for a certain period of time after the driver responds to the notification N until the autonomous driving control is started. In FIG. 9, the time point t1 indicates the time when the notification N requesting the driver to respond that he / she has agreed to switch to the autonomous driving control is started during the execution of the automatic driving control. The time point t2 indicates the time point when it is determined that the driver has responded to the notification N. It is not possible to switch to autonomous driving control immediately after t2, but to autonomous driving control after the end of the lap period (see t3). During the lap period, for example, regardless of the driver's accelerator opening θacc, the running states of the engine rotation speed Ne, MG2 rotation speed Nm, and AT gear stage remain the same as the running state under the automatic operation control immediately before the lap period. Can be continued. As a result, the engine rotation speed Ne can be reduced and the shift shock can be reduced.

As described above, according to the present embodiment, has any of a plurality of types of predetermined operations performed by the driver continuously performed for a predetermined recognition time or longer set for each type of predetermined operation? Based on whether or not there is a response, it is determined whether or not there is a response that the user has agreed to switch from automatic driving control to autonomous driving control. Therefore, it is difficult to determine that there is a response if the response is not intended. Can be done. Therefore, it is possible to suppress an erroneous determination of whether or not there is a response based on a predetermined operation by the driver who has agreed to switch from the automatic driving control to the autonomous driving control.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, the continuously variable transmission unit 18 may be a transmission mechanism whose differential action can be limited by the control of a clutch or a brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 32 is a differential gear device in which a pinion driven to be rotated by an engine 14 and a pair of bevel gears meshing with the pinion are connected to a first rotary machine MG1 and an intermediate transmission member 30, respectively. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting the differential mechanism 32, an engine, a rotating machine, and a driving wheel are respectively connected to the rotating elements of the planetary gear device. It may be a mechanism that is connected so that power can be transmitted.

Further, in the above-described embodiment, the combined transmission 40 is exemplified as the transmission provided in the power transmission device for transmitting the power of the power source to the drive wheels, but the present invention is not limited to this mode. For example, the transmission may be an electric continuously variable transmission such as the continuously variable transmission 18 or a planetary gear type automatic transmission such as the continuously variable transmission 20 or a synchronous meshing parallel 2 Known mechanical type such as shaft type automatic transmission, its synchronous meshing type parallel two-axis type automatic transmission, known DCT (Dual Clutch Transmission) having two input shafts, belt type continuously variable transmission, etc. It may be an automatic transmission such as a continuously variable transmission. Further, in a vehicle in which only the power of a rotating machine driven by the electric power generated by the engine and / or the electric power supplied from the battery is transmitted to the drive wheels via the power transmission device, this power transmission device is equipped with a transmission. It does not have to be. In short, the present invention can be applied to any vehicle provided with a power source and a power transmission device.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 12: Power transmission device 14: Engine (power source)
90: Electronic control device (control device)
91: Operation control unit 96: Notification unit 97: Response judgment unit 98: Recognition time setting unit MG2: Second rotating machine (power source)

Claims (1)

A control device for a vehicle equipped with a power source and a power transmission device.
Driving control that can perform autonomous driving control that runs based on the driving operation of the driver and automatic driving control that runs by automatically performing the driving control of the vehicle regardless of the driving operation of the driver. Department and
When switching from the automatic driving control to the autonomous driving control, a notification unit that notifies the driver that he / she has agreed to switch to the autonomous driving control, and a notification unit.
A response determination unit that determines the presence or absence of the response based on whether or not any of the plurality of types of predetermined operations performed by the driver is continuously performed for a predetermined recognition time or longer.
A vehicle control device including a recognition time setting unit that sets the predetermined recognition time for each type of the predetermined operation.

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