JP4525312B2 - Car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To mitigate the troublesomeness in the shift operation of a driver by automatically generating the braking force that the driver intends. <P>SOLUTION: An automobile memorizes beforehand the position where the driver has performed the same operation a specified number of times or more, as a braking requested position or a braking release position, and when an automatic shift signal SW is ON and besides a shift position SP is in the position D (step S102 and S116), this controls (step S118) the drive, automatically using the position B, when the present position has reached the braking requested position, and controls (step S124) the drive, automatically using the position D, when the present position has reached its braking release position in this automatically changed state. Hereby, this mitigates the troublesomeness in the shift operation of the driver. When the automatic shift signal SW is OFF, this does not make such automatic change. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to an automobile.

2. Description of the Related Art Conventionally, as this type of automobile, an engine and a motor are mounted and the kinetic energy is recovered by regenerative control of the motor on a downhill road (see, for example, Patent Document 1). In this automobile, the amount of energy to be collected on the downhill road is determined so that the amount of battery charge is maximized at the end of the downhill road, and the braking force of the motor on the downhill road is controlled according to the amount of energy and the insufficient amount is controlled. The engine is controlled to generate power.
JP 2001-54220 A

  However, in the above-described automobile, the amount of energy recovered on the downhill road can be increased, but the braking force intended by the driver cannot be generated on the downhill road. Normally, the braking force is generated according to the vehicle speed when the accelerator is off, or according to the depression amount of the brake pedal when the brake is on. Therefore, if the motor is controlled so that the amount of energy recovered from the downhill road when the accelerator is off, an excessive braking force may be generated. On the other hand, normally, when driving on a downhill road, the driver performs a shift operation so that the braking force when the accelerator is off corresponds to his feeling, but when driving on a commuting road, etc. Thus, when traveling on the same road many times, the shift operation may be troublesome.

  One object of the automobile of the present invention is to automatically generate the braking force intended by the driver. Another object of the automobile of the present invention is to reduce the inconvenience of the driver's shift operation.

  The automobile of the present invention has taken the following means in order to achieve at least a part of the above-mentioned object.

The first automobile of the present invention is
Traveling position detecting means for detecting the traveling position of the vehicle on the map;
Braking request detecting means for detecting a braking request by the driver;
Braking request position storage means for storing a braking request position based on a traveling position detected by the traveling position detection means when a braking request is detected by the braking request detection means;
Driving force output means for outputting driving force for traveling based on the traveling position detected by the traveling position detection means, the braking request position stored by the braking request position storage means, and the accelerator operation of the driver;
It is a summary to provide.

  In the first automobile of the present invention, when a driver's braking request is detected, the braking request position is stored based on the vehicle's traveling position on the map, and the vehicle's traveling position, the stored braking request position and the driving are stored. The driving force for traveling is output based on the accelerator operation of the person. Thereby, it can drive | work with the driving force based on the driving | running | working position of a vehicle, the braking request | requirement position memorize | stored, and a driver | operator's accelerator operation. That is, it is possible to travel with a braking force intended by the driver. Here, “driving force” includes not only acceleration driving force (positive driving force) but also deceleration driving force (negative driving force, braking force).

  In the first automobile of the present invention, the braking request position storage means is configured such that the traveling position detected by the traveling position detection means is predetermined a plurality of times when the braking request is detected by the braking request detection means. It may be a means for storing a position within the predetermined range as the braking request position when it falls within the range. If it carries out like this, the position which concerns on the braking request | requirement in the substantially same driving | running | working position over a driver | operator's multiple times can be memorize | stored as a braking request | requirement position. Therefore, the driving force for traveling can be output based on the braking request at substantially the same traveling position over a plurality of times.

  The first vehicle of the present invention includes a travel position for applying a first braking force when the accelerator is off and a brake position for applying a second braking force that is greater than the first braking force when the accelerator is off. Position switching means capable of switching from a plurality of positions to any position based on the driver's operation, and the braking request detecting means switches from the running position to the brake position based on the driver's operation by the position switching means. The driving force output means may be means for outputting a driving force for traveling according to the position switched by the position switching means. In this way, a braking request can be detected by switching the position. In this case, the driving force output means stores the travel position detected by the travel position detection means during the travel while being switched to the travel position by the position switching means in the braking request position storage means. The position switching means may be a means for controlling the position switching means so that it can be switched to the brake position without a driver's operation when the brake request position is reached. In this way, it is possible to automatically switch to the brake position without switching the position by the driver. As a result, the troublesomeness of the driver's position switching operation can be reduced.

  Further, in the first automobile of the present invention, the braking request detecting means is means for detecting the release of the driver's braking request, and the braking request position storage means is capable of releasing the braking request by the braking request detecting means. And means for storing a braking release position based on the traveling position detected by the traveling position detection means when detected, and the driving force output means is stored at the braking release position stored by the braking request position storage means. It may be a means for outputting a driving force for traveling based on the above. If it carries out like this, it can drive | work with the driving force based also on a brake release position. That is, it is possible to travel with a braking force intended by the driver.

  In the first automobile of the present invention that stores the braking release position, the braking request position storage means is detected by the traveling position detection means when the braking request release is detected by the braking request detection means. It may be a means for storing the position within the predetermined range as the braking release position when the travel position is within the predetermined range over a plurality of times. If it carries out like this, the position which concerns on the brake release request | requirement in the substantially the same driving | running | working position over the driver | operator's multiple times can be memorize | stored as a brake request release position. Accordingly, it is possible to output the driving force for traveling based on the brake release request at substantially the same traveling position over a plurality of times.

  In the first automobile of the present invention having a position switching means and storing a braking release position, the braking request detecting means is switched from the brake position to the traveling position by the position switching means based on a driver's operation. It is also possible to use a means for detecting an event as cancellation of the braking request. In this way, a brake release request can be detected by switching the position. In this case, when the mode is switched to the brake position without the driver's operation, the driving force output means detects the travel position after being switched to the brake position without the driver's operation by the position switching means. Means for controlling the position switching means so that it can be switched to the running position without the operation of the driver when the travel position detected by the means reaches the brake release position stored in the braking request position storage means. You can also In this way, it is possible to automatically switch from the brake position to the traveling position without switching the position by the driver. As a result, the troublesomeness of the driver's position switching operation can be reduced.

  In the first automobile of the present invention, there is provided an instruction means for instructing whether or not to perform a control for outputting a driving force for traveling based on the braking request position based on a driver's operation, and the driving force output means When the instruction means instructs to output a driving force for driving based on the braking request position, the driving position detected by the driving position detection means and the braking request stored by the braking request position storage means The driving force for driving is output based on the position and the accelerator operation of the driver, and when it is instructed not to perform the control to output the driving force for driving based on the braking request position by the instruction means, It may be a means for outputting a driving force for traveling based on an accelerator operation and the braking request. In this way, it is possible to output the driving force based on the driver's intention.

  In the first automobile of the present invention, the driving force output means includes an internal combustion engine and an electric motor, and can output a driving force for traveling using the power from the internal combustion engine and the power from the motor. It may be a simple means.

The second automobile of the present invention is
Traveling position detecting means for detecting the traveling position of the vehicle on the map;
Braking request detecting means for detecting a braking request by the driver;
A braking request point storage unit that stores a braking request point based on a traveling position detected by the traveling position detection unit when a braking request is detected by the braking request detection unit;
Driving force output means for outputting driving force for traveling based on the traveling position detected by the traveling position detection means, the braking request point stored by the braking request point storage means, and the driver's driving force request;
It is a summary to provide.

In the second automobile of the present invention, when a braking request by the driver is detected, the braking request point is stored based on the vehicle traveling position on the map, and the vehicle traveling position, the stored braking request point and the driving are stored. The driving force for traveling is output based on the driving force requirement of the person. Thereby, it can drive | work with the driving force based on the driving | running | working position of a vehicle, the braking request | requirement point memorize | stored, and a driver | operator's driving force request | requirement. That is, it is possible to travel with a braking force intended by the driver. As described above, “driving force” includes not only acceleration driving force (positive driving force) but also deceleration driving force (negative driving force, braking force).

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22 controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24 and a crankshaft 26 as an output shaft of the engine 22 via a damper 28 as shown in the figure. Attached to the connected triaxial power distribution and integration mechanism 30, the motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, and a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 The vehicle includes a reduction gear 35, a motor MG2 connected to the reduction gear 35, a navigation system 60 that detects information on the current position of the vehicle and navigates the vehicle, and an electronic control unit 70 that controls the entire vehicle.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. Signals necessary for driving and controlling the motors MG1 and MG2, such as the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational speed sensors 43 and 44, are input to the motor ECU 40. The switching control signal to the inverters 41 and 42 is output. The motor ECU 40 communicates with the electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the electronic control unit 70, and electronically controls data related to the operating state of the motors MG1 and MG2 as necessary. Output to unit 70. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50 is input to the battery ECU 52, and data relating to the state of the battery 50 is output to the electronic control unit 70 as necessary.

  The navigation system 60 includes an orientation sensor 61 composed of a geomagnetic sensor and a gyroscope (not shown), a GPS antenna 62 that receives data such as information on the current position of the vehicle based on radio waves from the satellite, and information on the current position of the vehicle. A touch panel sensor 63 that can display and input various instructions by an operator, a hard disk 64 in which map information is stored, and a main body 65 with a built-in communication port are provided. The navigation system 60 usually measures the current position (latitude and longitude) of the vehicle based on the data received by the GPS antenna 62. If it is difficult to receive radio waves from the satellite, the navigation system 60 determines the current position of the vehicle measured last time. The current position of the vehicle is calculated in consideration of the traveling direction of the vehicle from the azimuth sensor 61 and the travel distance calculated based on the vehicle speed V from the vehicle speed sensor 88, and is measured or calculated by the touch panel sensor 63 together with the map information. Displays the current position of the vehicle. Further, the navigation system 60 outputs information such as the current position of the vehicle to the electronic control unit 70 by communication as necessary.

  The electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), Is provided. The electronic control unit 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Automatic shift from an automatic change switch 89 that instructs the automatic change of the accelerator opening Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the shift position. A signal SW or the like is input via the input port. Here, the operation position of the shift lever 81 includes a normal drive position (D position) for traveling in the forward direction, a reverse position (R position) for reverse travel, and a brake that generates a braking force greater than the D position when the accelerator is off. There are a position (B position), a parking position (P position) used during parking, a neutral position (N position), and the like. As described above, the electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation system 60 via the communication port, and exchanges various control signals and data with these.

  Next, an operation when determining the driving force used by the hybrid vehicle 20 of the embodiment for traveling will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, several milliseconds) while the shift position SP is the forward position, that is, the D position or the B position.

  When the drive control routine is executed, the CPU 72 of the electronic control unit 70 causes the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the shift position SP from the shift position sensor 82, and the automatic change switch. Automatic shift signal SW from 89, motor rotation speed Nm1, Nm2, current position of vehicle, braking request position and brake release as a position to automatically change to B position or return to D position while driving at D position A process of inputting data such as a position is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational speed sensors 43 and 44. It was supposed to be. In addition, the current position of the vehicle is measured or calculated by the navigation system 60 and input from the navigation system 60 by communication. The braking request position and the braking release position are those that are stored in the hard disk 64 of the navigation system 60 by a position setting routine, which will be described later, within a predetermined range from the current position (for example, within a circle having a diameter of 50 to 100 m). Input from the system 60 by communication.

  When the data is thus input, it is determined whether or not the automatic shift signal SW is on (step S102). When the automatic shift signal SW is off, the shift position SP is set to the control position SPset used for controlling the engine 22 and the motors MG1, MG2 (step S104). When the control position SPset is set, the torque required for the vehicle is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b based on the accelerator opening Acc, the vehicle speed V, and the control position SPset. The power demand torque Tr * and the power demand Pe * required for the engine 22 are set (step S106). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the vehicle speed V, the control position SPset, and the required torque Tr *. When Acc, vehicle speed V, and control position SPset are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. In this map, when the accelerator pedal 83 is not depressed and the control position SPset is the D position, the required torque Tr * is set using the upper one of the Acc = 0% lines in the figure, and the control is performed. When the position for use SPset is the B position, the required torque Tr * is set using the lower one of the lines with Acc = 0% in the figure. The required power Pe * can be calculated as the sum of the required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Based on the set required power Pe * and the operation line for efficiently operating the engine 22, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S108). FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S110). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated in this way, the output from the motor MG2 by the expression (3) using the required torque Tr *, the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30. A torque command Tm2 * as a torque to be set is set (step S112). Equation (3) can be easily derived from the collinear diagram of FIG. 5 described above.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)
Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S114), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control of the engine 22 so that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, when it is determined in step S102 that the automatic shift signal SW from the automatic change switch 89 is on, it is determined whether or not the shift position SP is the B position (step S116). When the shift position SP is the B position, the B position is set as the control position SPset (step S118), and based on this, the target torque Te *, the target rotational speed Ne *, the torque command Tm1 *, and the torque command Tm2 are set. * Is set (steps S106 to S114), and this routine is terminated. Here, even if the automatic shift signal SW is on, if the shift position SP is the B position, the B position is set as the control position SPset because the shift operation to the B position performed by the operator has priority. It is.

  When it is determined in step S116 that the shift position SP is the D position, it is determined whether or not the currently used control position SPset is the D position (step S120). When the control position SPset is the D position, it is determined whether or not the vehicle has reached the input braking request position (step S122). This determination can be made by determining whether or not a braking request position exists on the route from the current position input when this routine was executed last time to the current position input this time. When it is determined that the vehicle has not reached the braking request position, the D position is set as the control position SPset (step S124), and based on this, the target torque Te *, the target rotational speed Ne *, and the torque command Tm1 are set. *, Torque command Tm2 * is set (steps S106 to S114), and this routine ends. On the other hand, when it is determined that the vehicle has reached the braking request position, the B position is set to the control position SPset (step S118), and based on this, the target torque Te *, the target rotational speed Ne *, and the torque command Tm1 are set. *, Torque command Tm2 * is set (steps S106 to S114), and this routine ends. In this way, since the vehicle is automatically changed to travel at the B position when the vehicle reaches the braking request position while traveling at the D position, it is possible to reduce the troublesomeness of the driver's shift operation.

  When it is determined in step S120 that the control position SPset is the B position, it is determined whether or not the vehicle has reached the input brake release position (step S126). This determination can also be made by determining whether or not there is a braking release position on the route from the current position input when this routine was executed last time to the current position input this time. When it is determined that the vehicle has not reached the braking release position, the B position is set to the control position SPset (step S118), and based on this, the target torque Te *, the target rotational speed Ne *, and the torque command Tm1 are set. *, Torque command Tm2 * is set (steps S106 to S114), and this routine ends. On the other hand, when it is determined that the vehicle has reached the braking release position, the D position is set to the control position SPset (step S124), and based on this, the target torque Te *, the target rotational speed Ne *, and the torque command Tm1 are set. *, Torque command Tm2 * is set (steps S106 to S114), and this routine ends. As described above, since the vehicle is automatically changed to the D position when the vehicle reaches the braking release position while traveling in the state of being automatically changed to the B position, the driver's troublesome shift operation is reduced. can do.

  Next, the operation when the hybrid vehicle 20 of the embodiment sets the braking request position and the braking release position will be described. FIG. 6 is a flowchart showing an example of a position setting routine executed by the electronic control unit 70. This routine is executed every time the shift position SP is changed.

  When the position setting routine is executed, the CPU 72 of the electronic control unit 70 executes this routine in the past within a predetermined range (for example, within a circle having a diameter of 50 to 100 m) from the current position of the vehicle and the current position. The temporary braking request position, which is the position stored as the position where the shift change from the D position to the B position is performed, and the shift change from the B position within the predetermined range from the current position to the D position is performed. A process of inputting data such as the provisional braking release position, which is the position stored as the position, is executed (step S200). Here, the temporary braking request position and the temporary braking release position are those stored in the hard disk 64 of the navigation system 60 when this routine is executed in the past, and those that are within a predetermined range from the current position. It was supposed to be input via communication. When the data is input, the operation of the shift position SP is determined (step S202). If the shift operation is neither a change from the D position to the B position nor a change from the B position to the D position, this routine is terminated without performing any processing. When the shift operation is a change from the D position to the B position, it is determined whether there are more than a predetermined number (for example, 3 to 4) of temporary braking request positions (step S204). If there are more than a predetermined number of temporary braking request positions, the navigation system 60 is instructed to store the current position in the hard disk 64 as one of the braking required positions and to delete the temporary braking request position within the predetermined range from the hard disk 64. (Step S206), and this routine is finished. If there are no more than a predetermined number of temporary braking request positions, the navigation system 60 is instructed to store the current position in the hard disk 64 as one of the temporary braking request positions (step S208), and this routine ends.

  On the other hand, when the shift operation determined in step S202 is a change from the B position to the D position, it is determined whether or not there are a predetermined number or more of temporary braking release positions (step S210). When there are more than a predetermined number of temporary braking release positions, the navigation system 60 is instructed to store the current position in the hard disk 64 as one of the braking release positions and delete the temporary braking release position within the predetermined range from the hard disk 64. (Step S212), and this routine ends. If there are no more than a predetermined number of temporary braking release positions, the navigation system 60 is instructed to store the current position in the hard disk 64 as one of the temporary braking release positions (step S214), and this routine is terminated. As described above, the positions where the shift operation from the D position to the B position and the shift operation from the B position to the D position are performed a predetermined number of times or more are stored as the brake request position and the brake release position. That is, it can be used when the driver learns that the driver has repeatedly performed the same shift operation at the same place and later automatically changes the shift position.

  According to the hybrid vehicle 20 of the embodiment described above, the position where the shift operation from the D position to the B position or the shift operation from the B position to the D position has been performed a predetermined number of times or more in the past, the brake request position or the brake release. The position is stored in advance, and when the automatic shift signal SW is on, the vehicle is changed to automatically travel at the B position when the vehicle reaches the braking request position while traveling at the D position. If the vehicle reaches the braking release position while traveling with the vehicle automatically changed, the vehicle will automatically change back to the D position and travel. The troublesomeness of the driver's shift operation can be reduced. Further, when the automatic shift signal SW is off, such an automatic change is not performed, so that no braking force is output against the driver's will.

  In the hybrid vehicle 20 of the embodiment, in the position setting routine, when the shift operation from the D position to the B position is performed, the current position is determined when there are a predetermined number or more of temporary braking request positions within a predetermined range from the current position. Although it is assumed that one of the braking request positions is stored, any of the temporary braking request positions within a predetermined range may be stored as the braking request position, and an average position between the current position and the temporary braking request position May be stored as a braking request position. Also, the brake release position may be performed in the same manner as the modification example regarding the setting of the brake request position.

  In the hybrid vehicle 20 of the embodiment, the navigation system 60 is instructed to store the braking request position and the braking release position in the hard disk 64. However, the braking request position and the braking release position are stored in the storage medium included in the electronic control unit 70. It may be memorized.

  In the hybrid vehicle 20 of the embodiment, the automatic change switch 89 is used to instruct the automatic change of the shift position. However, the automatic change switch 89 is not provided, and the automatic change may be performed while the shift position SP is in the D position. Good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 94a and 94b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Although the hybrid vehicle 20 of the embodiment is configured to include the engine 22, the power distribution and integration mechanism 30, and the two motors MG1 and MG2, any configuration can be used as long as the travel position can be arbitrarily set regardless of the position of the shift lever. It is good also as a structure. For example, a configuration including an engine and a continuously variable transmission (for example, CVT) may be used, and a stepped transmission may be used instead of the continuously variable transmission.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is a flowchart which shows an example of the position setting routine performed by the electronic control unit 70 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine ECU, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear Mechanism, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor ECU, 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 52 Battery ECU, 60 Navigation system, 61 Direction sensor, 62 GPS antenna, 63 Touch panel Sensor, 64 hard disk, 65 body, 70 electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 3 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 automatic change switch, 94a, 94b wheel, 230 to rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (8)

Traveling position detecting means for detecting the traveling position of the vehicle on the map;
Based on the operation of the driver from a plurality of positions including a travel position where the first braking force is applied when the accelerator is off and a brake position where a second braking force greater than the first braking force is applied when the accelerator is off. Position switching means capable of switching to any position;
Braking request detecting means for detecting as a braking request by the driver that the position switching means has been switched from the running position to the brake position based on the driver's operation ;
Braking request position storage means for storing a braking request position based on a traveling position detected by the traveling position detection means when a braking request is detected by the braking request detection means;
Driving force for traveling according to the traveling position detected by the traveling position detection means, the braking request position stored by the braking request position storage means, the accelerator operation of the driver, and the position switched by the position switching means. Driving force output means for outputting
Automobile equipped with.   The braking request position storage unit is configured to detect the predetermined range when the traveling position detected by the traveling position detection unit is within a predetermined range for a plurality of times when the braking request is detected by the braking request detection unit. 2. The vehicle according to claim 1, which is means for storing a position in the vehicle as the braking request position. The driving force output means is a braking request in which a traveling position detected by the traveling position detecting means during traveling while being switched to a traveling position by the position switching means is stored in the braking request position storage means. The automobile according to claim 1 or 2, which is means for controlling the position switching means so as to be switched to a brake position without a driver's operation when the position is reached. The automobile according to any one of claims 1 to 3 ,
The braking request detecting means is means for detecting, as release of a driver's braking request, that the position switching means has been switched from a brake position to a traveling position based on a driver's operation ,
The braking request position storage means is means for storing a braking release position based on a traveling position detected by the traveling position detection means when the braking request cancellation is detected by the braking request detection means.
The driving force output means is means for outputting a driving force for traveling based on the braking release position stored by the braking request position storage means. The braking request position storage means is provided when the traveling position detected by the traveling position detection means is within a predetermined range for a plurality of times when release of the braking request is detected by the braking request detection means. 5. The automobile according to claim 4, which is means for storing a position within a predetermined range as the braking release position. The driving force output means is a braking release position in which the traveling position detected by the traveling position detecting means after the position switching means has switched to the brake position without the driver's operation is stored in the braking request position storage means. The automobile according to claim 4 or 5, wherein the position switching means is controlled so as to be switched to a running position without a driver's operation when the vehicle reaches the position. The automobile according to any one of claims 1 to 6 ,
An instruction means for instructing whether or not to perform control to output a driving force for traveling based on the braking request position based on a driver's operation;
The driving force output means stores the travel position detected by the travel position detection means and the braking request position storage when instructed by the instruction means to output a driving force for traveling based on the braking request position. The driving force for driving is output based on the braking request position stored by the means and the accelerator operation of the driver, and the driving means for driving based on the braking request position is not output by the instruction means. An automobile which is a means for outputting a driving force for traveling based on a driver's accelerator operation and the braking request when instructed. The driving force output means includes an internal combustion engine and an electric motor, with claim 1 which is a means capable of outputting a driving force for traveling by using the power from the power and the electric motor from the internal combustion engine 7 The listed car.

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