JP2007232108A - Driving force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device for a vehicle, more properly controlling shifting of a transmission. <P>SOLUTION: This driving force control device for a vehicle controls the driving force of a vehicle driving unit including a driving source other than an internal combustion engine having a motor and a transmission for changing the speed of the output from the driving source. The speed change of the transmission is controlled (S102, S104, S107) based on at least one of traveling environment (S105) of the vehicle and a traveling control condition (S101, S103). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control device, and more particularly, to control driving force by a vehicle driving unit including a driving source other than an internal combustion engine including a vehicle motor, and a transmission for shifting an output from the driving source. The present invention relates to a vehicle driving force control apparatus.

  Japanese Unexamined Patent Application Publication No. 2002-225578 (Patent Document 1) discloses the following hybrid vehicle technology. That is, at least a part of a path for transmitting the power of the plurality of driving force sources to the wheels is shared, and the power output from a predetermined driving force source among the plurality of driving force sources is supplied to the wheels. In a hybrid vehicle in which a power transmission state control device that changes a power transmission state between two rotating members is provided in a transmission path, the power transmission state control device has a driving force other than the predetermined driving force source. It arrange | positions in paths other than the path | route which transmits the motive power of a source to the said wheel.

  According to the technique of Patent Document 1, the power transmission state control device is switched to a low state or a high state, and the switching is controlled based on the vehicle speed, the accelerator opening, and the like.

JP 2002-225578 A JP 2000-188802 A

  2. Description of the Related Art There is known a technique in which a vehicle including a drive source other than an internal combustion engine including a motor and a transmission that changes the output from the drive source is switched based on the vehicle speed and the accelerator opening. In this case, since the transmission is switched based on the vehicle speed and the accelerator opening, the switching is performed even in a situation where it is better not to perform the switching, and there is a case where proper switching control cannot be performed. .

  An object of the present invention is to provide a vehicle driving force control device capable of performing more appropriate switching control of a transmission.

  The vehicle driving force control device of the present invention is a vehicle driving device that controls driving force by a vehicle driving unit that includes a driving source other than an internal combustion engine including a motor, and a transmission that shifts the output from the driving source. A force control device that performs shift control of the transmission based on at least one of a traveling environment and a traveling control state of the vehicle, and the traveling control state of the vehicle stabilizes the behavior of the vehicle. When the control is being performed, as the shift control, the transmission is prohibited from shifting from a low speed to a high speed.

  The vehicle driving force control device of the present invention is a vehicle driving device that controls driving force by a vehicle driving unit that includes a driving source other than an internal combustion engine including a motor, and a transmission that shifts the output from the driving source. A force control device that performs shift control of the transmission based on at least one of a traveling environment and a traveling control state of the vehicle, wherein the traveling environment of the vehicle is a traveling environment in which deceleration of the vehicle is expected. In some cases, as the shift control, the transmission is prohibited from shifting from a low speed to a high speed.

  In the vehicle driving force control apparatus according to the present invention, the prohibition of the shift is performed when the accelerator is returned or the brake is turned on.

  In the vehicle driving force control device of the present invention, the vehicle drive unit is a hybrid drive unit of the drive source and the internal combustion engine, which includes a motor / generator functioning as the motor and an internal combustion engine. The operation control of the internal combustion engine is further performed based on the traveling environment of the vehicle.

  In the vehicle driving force control device according to the present invention, when the traveling environment of the vehicle is a traveling environment in which an accelerator is expected to be depressed, the stop of the internal combustion engine is prohibited as the operation control of the internal combustion engine. It is characterized by that.

  According to the vehicle driving force control apparatus of the present invention, it is possible to perform more appropriate switching control of the transmission.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

  In the present embodiment, the driving force by a vehicle drive unit including a drive source other than an internal combustion engine including a motor (see reference numeral 5 in FIG. 3) and a transmission (6) that changes the output from the drive source is provided. A vehicle driving force control apparatus for controlling the transmission based on at least one of a traveling environment (S105 in FIG. 1) and a traveling control state (S101, S103) (S102, S104). , S107). This makes it possible to perform more appropriate switching control of the transmission.

  In this embodiment, when the vehicle travel control state is a state in which control (S101, S103) for stabilizing the behavior of the vehicle is being performed, the transmission (6) is used as the shift control. Are prohibited from shifting from a low speed to a high speed (S102, S104).

  In the present embodiment, when the traveling environment of the vehicle is a traveling environment in which deceleration of the vehicle is expected (S105), as the shift control, the transmission is prohibited from shifting from a low speed stage to a high speed stage. (S107).

  In the present embodiment, the shift prohibition (S107) is performed when the accelerator is returned or the brake is turned on (step S106).

  In the present embodiment, the vehicle drive unit is a hybrid drive unit of the drive source and the internal combustion engine, which includes a motor generator (5) that functions as the motor and an internal combustion engine (10). Further, based on the traveling environment (S108) of the vehicle, the operation control of the internal combustion engine (S109) is further performed.

  In the vehicle driving force control apparatus according to the present embodiment, when the traveling environment of the vehicle is a traveling environment where the accelerator is expected to be stepped on (S108), the operation control of the internal combustion engine is performed as the operation control of the internal combustion engine. Stopping is prohibited (S109).

  The vehicle driving force control device of this embodiment is a device that controls the driving force of a vehicle driven by a hybrid drive device. The hybrid drive apparatus described below is mounted on a vehicle as an example. As shown in FIG. 2, the torque of the main power source 1 is transmitted to the output member 2, and the differential 3 is transmitted from the output member 2. Torque is transmitted to the drive wheels 4 via On the other hand, an assist power source 5 capable of power running control that outputs driving force for traveling or regenerative control that recovers energy is provided, and this assist power source 5 is connected to the output member 2 via a transmission 6. Has been. Therefore, the torque transmitted between the assist power source 5 and the output member 2 is increased or decreased according to the speed ratio set by the transmission 6.

  The transmission 6 can be configured such that the speed ratio to be set is “1” or more. With this configuration, the assist power source 5 can be used when the assist power source 5 outputs torque. Since the torque output in step 1 can be increased and transmitted to the output member 2, the assist power source 5 can be reduced in capacity or size. However, since it is preferable to maintain the driving efficiency of the assist power source 5 in a good state, for example, when the rotation speed of the output member 2 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 5 Reduce the speed. Moreover, when the rotation speed of the output member 2 falls, a gear ratio may be increased.

  The hybrid drive apparatus will be described more specifically. As shown in FIG. 3, the main power source 1 includes an internal combustion engine (hereinafter referred to as engine) 10 and a motor / generator (hereinafter referred to as first motor / generator or 11) and a planetary gear mechanism 12 for synthesizing or distributing torque between the engine 10 and the first motor / generator 11. The engine 10 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as the throttle opening (intake amount), fuel supply amount, and ignition timing. It is configured so that it can be controlled. The control is performed by, for example, an electronic control unit (E-ECU) 13 mainly composed of a microcomputer.

  The first motor / generator 11 is a synchronous motor as an example, and is configured to generate a function as a motor and a function as a generator, and is connected to a power storage device 15 such as a battery via an inverter 14. ing. By controlling the inverter 14, the output torque or regenerative torque of the first motor / generator 11 is set appropriately. In order to perform the control, an electronic control unit (MG1-ECU) 16 mainly including a microcomputer is provided.

  Further, the planetary gear mechanism 12 meshes with a sun gear 17 that is an external gear, a ring gear 18 that is an internal gear disposed concentrically with the sun gear 17, and the sun gear 17 and the ring gear 18. This is a known gear mechanism that generates a differential action using the carrier 19 that holds the pinion gear so as to rotate and revolve freely as three rotating elements. An output shaft of the engine 10 is connected to a carrier 19 as a first rotating element via a damper 20. In other words, the carrier 19 is an input element.

  On the other hand, the first motor / generator 11 is connected to the sun gear 17 as the second rotating element. Therefore, the sun gear 17 is a so-called reaction force element, and the ring gear 18 that is the third rotation element is an output element. The ring gear 18 is connected to the output member (that is, the output shaft) 2.

  On the other hand, the transmission 6 is constituted by a set of Ravigneaux type planetary gear mechanisms in the example shown in FIG. That is, a first sun gear 21 and a second sun gear 22 that are external gears are provided, and a short pinion 23 meshes with the first sun gear 21, and the short pinion 23 has a longer pinion with a longer axial length. The long pinion 24 is meshed with a ring gear 25 arranged concentrically with each of the sun gears 21 and 22. Each pinion 23 and 24 is held by a carrier 26 so as to rotate and revolve. Further, the second sun gear 22 meshes with the long pinion 24. Therefore, the first sun gear 21 and the ring gear 25 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the pinions 23 and 24, and the second sun gear 22 and the ring gear 25 together with the long pinion 24 constitute a single pinion type planetary planet. A mechanism corresponding to the gear mechanism is configured.

  A first brake B1 that selectively fixes the first sun gear 21 and a second brake B2 that selectively fixes the ring gear 25 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are configured such that their torque capacities change continuously according to the engagement force such as hydraulic pressure or electromagnetic force. Further, the assist power source 5 is connected to the second sun gear 22, and the carrier 26 is connected to the output shaft 2.

  Therefore, in the transmission 6 described above, the second sun gear 22 is a so-called input element, and the carrier 26 is an output element. By engaging the first brake B1, the speed ratio is higher than “1”. A stage is set, and the second brake B2 is engaged instead of the first brake B1, so that a low speed stage having a higher gear ratio than the high speed stage is set. The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, for example, as shown in FIG. 7, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. The An electronic control unit (T-ECU) 27 mainly including a microcomputer for performing the control is provided.

  In the example shown in FIG. 3, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter, referred to as a second motor generator or MG2) are employed as the assist power source 5. Yes. The second motor / generator 5 is connected to a battery 29 via an inverter 28. The inverter 28 is controlled by an electronic control unit (MG2-ECU) 30 mainly composed of a microcomputer, so that power running and regeneration and torque in each case are controlled. The battery 29 and the electronic control unit 30 can be integrated with the inverter 14 and the battery (power storage device) 15 for the first motor / generator 11 described above.

  A collinear diagram of the single pinion type planetary gear mechanism 12 as the torque synthesizing / distributing mechanism described above is as shown in FIG. 4, and the first motor with respect to the torque output from the engine 10 input to the carrier 19. When the reaction torque generated by the generator 11 is input to the sun gear 17, a torque larger than the torque input from the engine 10 appears in the ring gear 18 that is an output element. In this case, the first motor / generator 11 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 18 is constant, the rotation speed of the engine 10 is continuously (steplessly) changed by changing the rotation speed of the first motor / generator 11 to be larger or smaller. Can be made. That is, the control for setting the rotation speed of the engine 10 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling the first motor / generator 11. This type of hybrid type is called a mechanical distribution type or a split type.

  A collinear diagram of the Ravigneaux planetary gear mechanism constituting the transmission 6 is as shown in FIG. That is, if the ring gear 25 is fixed by the second brake B2, the low speed stage L is set, and the torque output from the second motor / generator 5 is amplified according to the gear ratio and applied to the output shaft 2. On the other hand, if the first sun gear 21 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor / generator 5 is increased according to the gear ratio and applied to the output shaft 2.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 2 is a torque obtained by increasing the output torque of the second motor / generator 5 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 2 is a positive torque when the second motor / generator 5 is driven, and a negative torque when the second motor / generator 5 is driven.

  The E-ECU 13, the MG1-ECU 16, the MG2-ECU 30, and the T-ECU 27 are connected to a vehicle state detection / estimation system 100 that detects or estimates a travel environment or a travel state (travel control state / travel support state) of the vehicle. Yes. The vehicle state detection / estimation system 100 includes a navigation system device 95, a front and rear camera 96, a front and rear radar 97, a vehicle stability control (VSC) device 98, and a traction control system (TRC) device 99. . The navigation system device 95, the front / rear camera 96, and the front / rear radar 97 mainly detect or estimate the traveling environment of the vehicle. Each of the VSC device 98 and the TRC device 99 is a vehicle travel support device that performs travel control in order to assist the travel of the vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The front-rear radar 97 is a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on each of the front part and the rear part of the vehicle. The front-rear radar 97 is used to measure the inter-vehicle distance with the vehicle ahead and the inter-vehicle distance with the vehicle behind, or when measuring the relative vehicle speed between the host vehicle, the vehicle ahead, and the vehicle behind. .

  The VSC device 98 is a stability control device when the vehicle turns, and automatically controls the brake hydraulic pressure of each wheel when the sensor detects a state in which the vehicle is likely to cause skidding (strong oversteer or understeer). The engine output is also optimally controlled to prevent the vehicle from slipping.

  The TRC device 99 is a device that suppresses idling of driving wheels by controlling engine output and braking force by electronic control on a slippery road surface.

  The hybrid drive device described above includes two power sources, ie, the main power source 1 and the assist power source 5, so that these are effectively used to perform an operation with low fuel consumption and a small amount of exhaust gas. Even when the engine 10 is driven, the rotation speed of the engine 10 is controlled by the first motor / generator 11 so as to achieve optimum fuel consumption. Further, the inertia energy of the vehicle is regenerated as electric power during the coast. When driving the second motor / generator 5 for torque assist, when the vehicle speed is low, the transmission 6 is set to the low speed stage L to increase the torque applied to the output shaft 2 and when the vehicle speed is increased. The transmission 6 is set to the high speed stage H to relatively reduce the rotational speed of the second motor / generator 5 to reduce the loss, and efficient torque assist is executed.

  An example of such basic control for the hybrid drive apparatus described above is shown in the flowchart of FIG. In the example shown in FIG. 6, first, the shift position is detected (step S1). This shift position refers to the engine rotation speed relative to the rotation speed of the parking P for maintaining the vehicle in a stopped state, the reverse R for reverse travel, the neutral N for the neutral state, the drive D for forward travel, and the output shaft 2. Each state is selected by a shift device (not shown) such as an engine brake S that maintains relatively large and increases driving torque or increases braking force during coasting. In step S1, reverse, drive, Each shift position of the engine brake is detected.

  Next, the required driving force is determined (step S2). For example, the required driving force is determined based on information relating to the running state of the vehicle such as the shift position, the accelerator opening, and the vehicle speed, and information stored in advance such as a driving force map.

  Further, the travel mode is determined (step S3). The travel mode means a travel mode using the second motor / generator 5 as a power source (hereinafter referred to as EV travel) and a travel mode using the engine 10 as a main power source (hereinafter referred to as engine travel). is doing. In this running mode, in addition to the required driving force, the amount of charge of the batteries 15 and 29 (that is, the remaining charge amount) SOC, the temperature of each part such as the batteries 15 and 29 and the motor generators 5 and 11, and the hybrid It is determined (that is, selected) in consideration of an operation state such as a failure as the entire driving device.

  Further, the gear position is determined based on the required driving force determined in step S2 (step S4). That is, the speed stage to be set by the transmission 6 is determined to be the low speed stage L or the high speed stage H.

  It is determined whether or not a shift to a gear position to be set by the transmission 6 is in progress (step S5). This determination is a determination as to whether or not a shift should be executed. If the shift stage determined in step S4 is different from the shift stage set at that time, an affirmative determination is made in step S4. Is done.

  If an affirmative determination is made in step S5, the hydraulic pressure is controlled so as to execute a shift for setting the gear determined in step S4 (step S6). This hydraulic pressure is the hydraulic pressure of each of the brakes B1 and B2 described above. For example, for the brake on the engagement side, the hydraulic pressure is increased to a predetermined low hydraulic pressure after the first fill for temporarily increasing the hydraulic pressure in order to obtain a state immediately before the engagement. The low pressure standby control to be maintained is performed. On the other hand, for the brake on the release side, after stepping down to a predetermined hydraulic pressure, the hydraulic pressure is lowered so as to be gradually released according to the rotational speed of the second motor / generator 5. Take control.

  Since the torque transmitted between the second motor / generator 5 and the output shaft 2 is limited by controlling the engagement pressures of the brakes B1 and B2 in this way, the output torque is reduced in the power-on state. To do. Since the amount of torque decrease depends on the torque capacity of the brakes B1 and B2 in the transmission 6, the brake torque is estimated (step S7). This can be estimated based on the hydraulic pressure command values of the brakes B1 and B2.

  Since the estimated brake torque corresponds to the reduction amount of the output torque, a torque compensation control amount (MG1 target rotational speed) by the main power source 1 for compensating for the reduction of the output torque is obtained (step S8). In the hybrid drive device shown in FIG. 3, the main power source 1 is constituted by the engine 10, the first motor / generator 11, and the planetary gear mechanism 12, so that the speed change can be achieved by controlling the torque of the first motor / generator 11. Torque compensation can be performed. Therefore, in step S8, the compensation control amount of the first motor / generator 11 is obtained.

  As described above, the shift in the transmission 6 is executed by changing the engagement / release state of the brakes B1 and B2, and the output shaft torque may decrease in the process. In order to compensate the decrease by the second motor / generator 5, the output torque of the second motor / generator 5 is temporarily increased. Therefore, together with the calculation of the correction control amount of the first motor / generator 11, the torque correction amount of the second motor / generator 5 is obtained (step S9).

  Next, each control amount or correction amount obtained as described above is output. That is, a command signal for controlling the brake hydraulic pressure obtained in step S6 is output (step S10), and a command signal for setting the MG1 target rotational speed obtained in step S8 is output (step S11). A command signal for setting the torque of the second motor / generator 5 obtained in S9 is output (step S12).

  On the other hand, if a negative determination is made in step S5 because the gear is not being shifted, the brake hydraulic pressure during steady running (non-shifting) is calculated (step S13). The brake hydraulic pressure is a hydraulic pressure for setting a torque capacity corresponding to the torque transmitted between the second motor / generator 5 and the output shaft 2, and therefore, between the second motor / generator 5 and the output shaft 2. It can be calculated based on the torque that is required to be transmitted.

  Further, the torque of the second motor / generator 5 during steady running is calculated (step S14). During steady running, the engine 10 is controlled to improve fuel efficiency, and the second motor / generator 5 compensates for excess or deficiency of the output of the main power source 1 with respect to the required driving force in that state. The torque of the generator 5 can be calculated based on the torque output by the engine 10 and the first motor / generator 11 and the required torque.

  As described above, the number of revolutions of the engine 10 can be controlled by the first motor / generator 11, and the engine 10 is operated so as to achieve optimum fuel consumption in a steady running state. As a number, the rotational speed at which the fuel consumption of the engine 10 is optimal is calculated as a target (step S15).

  Thereafter, the process proceeds to step S10 to step S12 described above, a command signal for setting the brake hydraulic pressure obtained in step S13, a command signal for setting the torque of the second motor generator 5 obtained in step S14, Command signals for setting the rotation speed of the first motor / generator 11 calculated in step S15 are output.

  As described above, the shift between the respective speed stages of the transmission 6 is performed by the T-ECU 27. For example, the shift speed region is determined in advance as a map (shift map) as shown in FIG. 7, and control is performed so as to set one of the shift speeds according to the detected vehicle speed and accelerator opening. A technique is known in which the transmission is switched based on the vehicle speed and the accelerator opening. In this case, since the shift of the transmission 6 is performed based on the vehicle speed and the accelerator opening, the shift is performed even in a situation where it is better not to perform the shift, and appropriate shift control cannot be performed. .

  Therefore, in the present embodiment, an appropriate determination is made by determining whether or not the transmission of the transmission 6 may be permitted based on information from the vehicle state detection / estimation system 100. Hereinafter, a description will be given with reference to FIG.

  First, in the vehicle state detection / estimation system 100, it is determined whether or not the VSC is operating based on information from the VSC device 98 (step S101). That is, it is determined whether or not the vehicle is likely to cause skidding.

  As a result of the determination in step S101, when it is determined that the VSC is operating (step S101-Y), the vehicle state detection / estimation system 100 determines whether the transmission 6 has changed gears (the low speed stage L and the high speed stage H). Switching between them is prohibited (step S102). In this case, the vehicle state detection / estimation system 100 prohibits any shifting of the transmission 6 (including both shifting from the low speed stage L to the high speed stage H and shifting from the high speed stage H to the low speed stage L). Is output to the T-ECU 27, the E-ECU 13, the MG1-ECU 16, and the MG2-ECU 30.

  When the T-ECU 27 receives the first shift prohibition signal, the T-ECU 27 does not execute any shift of the transmission 6 regardless of the vehicle speed and the accelerator opening. The E-ECU 13, the MG1-ECU 16, and the MG2-ECU 30 execute processes as necessary in response to the first shift inhibition signal. Following step S102, this control flow is returned.

  On the other hand, as a result of the determination in step S101, if it is not determined that the VSC is operating (step S101-N), the vehicle state detection / estimation system 100 drives the tire based on information from the TRC device 99. It is determined whether or not a slip has occurred (step S103).

  As a result of the determination in step S103, if it is determined that the tire has driven and slipped (step S103-Y), the vehicle state detection / estimation system 100 prohibits shifting of the transmission 6 from the low speed stage L to the high speed stage H. (Step S104). In this case, the vehicle state detection / estimation system 100 generates a signal (second shift prohibiting signal) for prohibiting shifting to the high speed stage of the transmission 6 (T-ECU 27, E-ECU 13, MG1-ECU 16 and MG2-). It outputs to ECU30.

  When the T-ECU 27 receives the second shift prohibition signal, the T-ECU 27 does not execute a shift to the high speed side of the transmission 6 regardless of the vehicle speed and the accelerator opening. The E-ECU 13, the MG1-ECU 16, and the MG2-ECU 30 execute processes as necessary in response to the second shift prohibiting signal. Following step S104, the control flow is returned.

  On the other hand, if it is not determined that the tire has driven and slipped as a result of the determination in step S103 (step S103-N), the vehicle state detection / estimation system 100 predicted that the vehicle is in a preset deceleration scene. Is determined (step S105).

  Based on information from the navigation system device 95, the vehicle state detection / estimation system 100 determines that the vehicle is in an area where the vehicle is expected to decelerate, such as a corner, an intersection, or the like ahead by a predetermined distance set in advance. In this case, it is predicted that the vehicle is in a preset deceleration scene. Further, the vehicle state detection / estimation system 100 has a temporary stop line in front of a predetermined distance of the vehicle based on information from the front / rear camera 96, or the vehicle is on the exit road of the automobile exclusive road. When it is determined that the vehicle is in an area where the vehicle is expected to decelerate, such as being in front of the vehicle, the vehicle is predicted to be in a predetermined deceleration scene. Further, the vehicle state detection / estimation system 100 is based on the information from the front / rear radar 97, and there is an obstacle ahead of the vehicle by a predetermined distance set in advance, or the distance between the vehicle and the vehicle ahead is If it is determined that the vehicle is in an area where the vehicle is expected to decelerate, such as when the vehicle is reduced to a predetermined distance or less, the vehicle is predicted to be in a predetermined deceleration scene.

  As a result of the determination in step S105, when the vehicle state detection / estimation system 100 predicts that the vehicle is in a preset deceleration scene (step S105-Y), the T-ECU 27 in FIG. 7 is determined based on the shift diagram of FIG. 7 whether or not there has been a decision to switch the transmission 6 from the low speed stage L to the high speed stage H during the accelerator return operation or the brake on operation.

  As a result of the determination in step S106, if it is determined that there is a switching determination from the low speed stage L to the high speed stage H during the accelerator return operation or the brake on operation (step S106-Y), The vehicle state detection / estimation system 100 prohibits the shift of the transmission 6 from the low speed stage L to the high speed stage H (step S107). In this case, the vehicle state detection / estimation system 100 generates a signal (second shift prohibiting signal) for prohibiting shifting to the high speed stage of the transmission 6 (T-ECU 27, E-ECU 13, MG1-ECU 16 and MG2-). It outputs to ECU30.

  When the T-ECU 27 receives the second shift prohibition signal, the T-ECU 27 does not execute a shift to the high speed side of the transmission 6 regardless of the vehicle speed and the accelerator opening. The E-ECU 13, the MG1-ECU 16, and the MG2-ECU 30 execute processes as necessary in response to the second shift prohibiting signal. After step S107, the process proceeds to step S108.

  In step S106, for example, when the accelerator is turned off from point B to point A in FIG. 7, it is determined that there is a determination to switch from the low speed stage L to the high speed stage H. Even when the brake is on, the vehicle speed may temporarily rise as shown by arrow E until the braking force is actually applied, and cross the Lo → Hi shift line. It is determined that there is a determination to switch to stage H.

  On the other hand, in step S105, even if the vehicle state detection / estimation system 100 predicts that the vehicle is in a preset deceleration scene (step S105-Y), it is not an accelerator return operation or a brake-on operation. That is, when the Lo → Hi shift line is straddled during the accelerator-on operation as shown in the change from the C point to the D point in FIG. 7 (step S106-N), the driver's intention is given priority and the shift is performed. The prohibition control (step S107) of switching from the low speed stage L to the high speed stage H of the machine 6 is not performed.

  If the determination in step S105 is negative, the determination in step S106 is negative, or if step S107 is performed, in step S108, the vehicle state detection / estimation system 100 It is determined whether or not it is predicted that the vehicle will be turned on within a predetermined time (or a predetermined distance, hereinafter the same). The vehicle state detection / estimation system 100 predicts whether or not the vehicle accelerates within a predetermined time based on information from the navigation system device 95, the front / rear camera 96, or the front / rear radar 97.

  As a result of the determination in step S108, when it is predicted that the accelerator is turned on within a predetermined time (step S108-Y), the engine 10 is prohibited from being stopped (step S109). Generally, in a hybrid vehicle, when the state of charge SOC of the battery 15 is sufficient, the engine 10 is stopped when the accelerator is off (fully closed). If the accelerator is turned on while the engine 10 is stopped, the reacceleration performance is not good. Therefore, when it is predicted by the vehicle state detection / estimation system 100 that the accelerator is turned on within a predetermined time (step S108-Y), the engine 10 is prohibited from being stopped (step S109). The deterioration of the re-acceleration performance when is turned on is suppressed in advance.

  According to this embodiment, the following effects can be achieved.

(1) In a hybrid drive unit control device with a switching mechanism (transmission 6) between a low speed stage L and a high speed stage H, a navigation system device 95, a front rear camera 96, a front rear radar 97, a VSC mounted on the vehicle Using information from the vehicle state detection / estimation system 100 including the device 98 and the TRC device 99, the switching determination between the low speed stage L and the high speed stage H (step S102, step S104, step S107) and the stop determination of the engine 10 ( Step S109) is performed. As a result, it is possible to provide a braking / driving force in accordance with the situation around the vehicle (including the traveling environment of the vehicle, the traveling control state, and the traveling support state).

(2) When there is a shift determination from the low speed stage L to the high speed stage H while the accelerator is off or the brake is on (step S6-Y), the vehicle state detection / estimation system 100 determines the necessity of deceleration of the vehicle. In such a case (step S5-Y, corner, intersection, temporary stop, before exiting the car-only road, detection of an obstacle, reduction of the inter-vehicle distance, etc.), switching from the low speed stage L to the high speed stage H is prohibited. (Step S7). Thereby, unnecessary switching from the low speed stage L to the high speed stage H is prevented, and the engine braking force can be secured.

(3) Further, when acceleration (accelerator on) is predicted immediately after the accelerator is turned off (step S8-Y), engine stop is prohibited (step S9). Thereby, the reacceleration performance is improved.

(4) During VSC operation (step S1-Y), switching between the low speed stage L and the high speed stage H is prohibited (step S2). It is possible to avoid unnecessary changes in driving force when the control (VSC) for stabilizing the vehicle behavior is performed.

(5) During tire slip (when TRC is activated, step S103-Y), switching from the low speed stage L to the high speed stage H is prohibited (step S104). When the tire slips (TRC), the vehicle speed used when referring to the shift line in FIG. 7 becomes high, and switching from the low speed stage L to the high speed stage H may be determined, but this is prohibited. Is.

  In the above embodiment, the hybrid drive unit of the engine (internal combustion engine) and the motor / generator is an object. However, the contents of the above embodiment can be applied to a drive unit using only a motor. That is, in a drive unit including a motor and a transmission that changes the output of the motor, a navigation system device 95, a front rear camera 96, a front rear radar 97, a VSC device 98, and a TRC device 99 mounted on the vehicle. Is used to determine whether to switch between the low speed stage L and the high speed stage H (step S102, step S104, step S107) and stop determination of the engine 10 (step S109). Can do. For example, when the vehicle state detection / estimation system 100 determines that the vehicle needs to be decelerated when there is a shift determination from the low speed stage L to the high speed stage H while the accelerator is off or the brake is on (step S6-Y). In (step S5-Y), switching from the low speed stage L to the high speed stage H can be prohibited (step S7). Further, during the VSC operation (step S1-Y), switching between the low speed stage L and the high speed stage H can be prohibited (step S2). Further, at the time of tire slip (when TRC is activated, step S103-Y), switching from the low speed stage L to the high speed stage H can be prohibited (step S104).

  In the above-described embodiment, the speed of the transmission 6 is two stages, that is, the low speed stage L and the high speed stage H, but may be three or more stages.

It is a flowchart which shows operation | movement of one Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows an example of the hybrid drive unit applied to one Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows the structure of one Embodiment of the driving force control apparatus for vehicles of this invention. FIG. 4 is a collinear diagram for the planetary gear mechanism shown in FIG. 3. It is a collinear diagram about the other planetary gear mechanism shown in FIG. It is a schematic flowchart for demonstrating the example of the whole control by one Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the shift map used in one Embodiment of the vehicle driving force control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Main power source 2 Output shaft 5 2nd motor generator 6 Transmission 10 Internal combustion engine (engine)
11 First Motor / Generator 12 Planetary Gear Mechanism 13 E-ECU
14 Inverter 15 Battery 16 MG1-ECU
27 T-ECU
28 Inverter 29 Battery 30 MG2-ECU
95 Navigation System Device 96 Front Rear Camera 97 Front Rear Radar 98 VSC Device 99 TRC Device 100 Vehicle State Detection / Estimation System

Claims (5)

A vehicle driving force control device for controlling a driving force by a vehicle driving unit comprising a driving source other than an internal combustion engine including a motor and a transmission for shifting the output from the driving source,
Based on at least one of the traveling environment and the traveling control state of the vehicle, the shift control of the transmission is performed,
When the vehicle travel control state is a state in which control for stabilizing the behavior of the vehicle is being performed, the transmission is prohibited from shifting from a low speed to a high speed as the shift control. A driving force control device for a vehicle. A vehicle driving force control device for controlling a driving force by a vehicle driving unit comprising a driving source other than an internal combustion engine including a motor and a transmission for shifting the output from the driving source,
Based on at least one of the traveling environment and the traveling control state of the vehicle, the shift control of the transmission is performed,
When the traveling environment of the vehicle is a traveling environment where deceleration of the vehicle is expected, the transmission is prohibited from shifting from a low speed to a high speed as the shift control. Driving force control device. In the vehicle driving force control device according to claim 2,
The prohibition of the shift is performed when the accelerator is returned or when the brake is turned on. In the vehicle driving force control device according to any one of claims 1 to 3,
The vehicle drive unit is a hybrid drive unit of the drive source and the internal combustion engine, comprising a motor / generator functioning as the motor and an internal combustion engine.
The vehicle driving force control apparatus further controls the operation of the internal combustion engine based on a traveling environment of the vehicle. In the vehicle driving force control device according to claim 4,
When the traveling environment of the vehicle is a traveling environment where the accelerator is expected to be stepped on, stop of the internal combustion engine is prohibited as the operation control of the internal combustion engine. apparatus.

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