JP2008265559A - Braking/driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking/driving force control device adapted to change output torque according to a slope, restraining the occurrence of driving force compensating control separate from an actual slope and control delay, and restraining shock. <P>SOLUTION: This braking/driving force control device adapted to change output torque according to a slope, includes: a means S003 for obtaining a slope; a determination means S004 for determining to which of preset multiple of slope levels the slope corresponds; a means S006 for obtaining the output torque corresponding to the slope level determined to correspond to the slope by the determination means; and an output torque output means S008 for outputting the output toque according to a preset predetermined slope. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a braking / driving force control device, and more particularly to a braking / driving force control device that changes an output torque according to a road gradient.

  2. Description of the Related Art A vehicle braking / driving force control device that changes output torque according to a road gradient is known.

  For example, Japanese Patent Laid-Open No. 10-191510 (Patent Document 1) discloses an accelerator operation amount detection unit that detects an accelerator operation amount and a travel motor based on the accelerator operation amount detected by the accelerator operation amount detection unit. A motor for an electric vehicle comprising target torque setting means for setting a target output torque and motor torque control means for controlling the output torque of the traveling motor in accordance with the target output torque set by the target torque setting means In the control device, road condition detection means for detecting a road condition on which the vehicle travels is provided, and the target torque setting means is requested to output torque of the travel motor based on the road condition detected by the road condition detection means. Under the circumstances, there is provided a target torque correcting means for increasing and correcting the target output torque based on the accelerator operation amount, and the road condition detecting means Road gradient detecting means for detecting the road gradient as the road condition, and the target torque correcting means converts the target output torque based on the accelerator operation amount to the road gradient detected by the road gradient detecting means. An electric vehicle motor control device that performs increase correction based on the above is disclosed.

JP-A-10-191510

  For example, when a road gradient is calculated, a driving force that directly corresponds to the calculated value of the road gradient is obtained, and driving force compensation is performed, it is necessary that the road gradient can be calculated with high accuracy. When the calculation accuracy of the road gradient is low, when driving force compensation is performed by obtaining the driving force that directly corresponds to the calculated road gradient, driving force compensation control that deviates from the actual road gradient is performed and the driver There was a possibility of giving a sense of incongruity.

  In addition, when driving force compensation is performed by directly obtaining the driving force corresponding to the calculated value of the road gradient, a smoothing equation is often used as the road gradient calculating equation, thereby causing a control delay. There was a possibility.

  On the other hand, when driving force compensation according to the road gradient is performed, it is desired that the shock be suppressed.

  An object of the present invention is to provide a braking / driving force control device that changes an output torque in accordance with a road gradient, wherein driving force compensation control deviating from an actual road gradient is performed, occurrence of a control delay is suppressed, and a shock is suppressed. To provide a braking / driving force control device that can be suppressed.

  A braking / driving force control device according to the present invention is a braking / driving force control device that changes an output torque according to a road gradient, and includes a means for obtaining a road gradient, and a plurality of gradient levels in which the road gradient is set in advance. Determining means for determining which one corresponds to, means for obtaining an output torque corresponding to the gradient level determined to correspond to the road gradient by the determining means, and the output along a predetermined gradient set in advance An output torque output means for outputting torque is provided.

  In the braking / driving force control device of the present invention, the output torque output means is determined to correspond to the road gradient at the start of the control for changing the output torque, or at the end of the control for changing the output torque. The output torque is output along the predetermined gradient at least one of when the level is changed and when the gradient level is shifted between the uphill side and the downhill side.

  In the braking / driving force control device of the present invention, the output torque output means is determined to correspond to the road gradient at the start of the control for changing the output torque, or at the end of the control for changing the output torque. When the level changes, and when the gradient level shifts between the uphill side and the downhill side, the output torque is output along the predetermined gradient, and the gradient level is between the uphill side and the downhill side. The predetermined gradient at the time of transition is the start time of the control for changing the output torque, the end time of the control for changing the output torque, and the change of the gradient level determined to correspond to the road gradient. It is characterized by being larger than a predetermined gradient.

In the braking / driving force control device according to the present invention, the output torque output means outputs the output torque along the predetermined gradient at the end of the control to change the output torque, and controls the output torque to be changed. The predetermined gradient at the end is different based on the amount of change in the accelerator opening.

  In the braking / driving force control device of the present invention, the braking / driving force control device is characterized in that the output torque is changed by controlling a torque or a rotational speed of a power source.

  According to the present invention, in the braking / driving force control device that changes the output torque according to the road gradient, the driving force compensation control deviating from the actual road gradient is performed, the occurrence of the control delay is suppressed, and the shock is suppressed. It becomes possible to be suppressed.

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

(First embodiment)
A braking / driving force control device according to a first embodiment of the invention will be described with reference to the accompanying drawings.

  In the present embodiment, the engine speed, engine torque, MG1 speed, and MG1 torque are set so as to realize a driver-required peller shaft torque (drive shaft torque) or driving force determined from the accelerator opening and the vehicle speed (peller shaft speed). In the hybrid system control device (power train control device with driving force demand) that determines MG2 torque, etc., there is a shift point control execution request for uphill / downhill control, detects the road gradient, and based on the detected road gradient When setting the target acceleration / deceleration and setting the target peller shaft torque and the target engine speed lower limit guard from the target acceleration / deceleration, the control target gradient is divided into levels, the representative target acceleration / deceleration is set for the divided levels, Acceleration / deceleration control is performed (step S006 in FIG. 1). When the level changes, at the start of the control, at the end of the control, or at the change from uphill to downhill or from downhill to uphill, the drive force is swept to suppress the occurrence of shock due to the change in drive force (steps S008, S010, S012). , S014).

  FIG. 4 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20 equipped with the braking / driving force control device as one embodiment of the present invention. The hybrid vehicle 20 according to the present embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit 70 for controlling the entire braking / driving force control device.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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 to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  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 power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged.

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and 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 communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a 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. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 according to the first embodiment configured as described above is required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. (Step S002 in FIG. 1 described later) and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power (step S003) corresponding to the required torque is output to the ring gear shaft 32a. .

  The operation control of the engine 22, the motor MG1, and the motor MG2 includes a torque conversion operation mode, a charge / discharge operation mode, a motor operation mode, and the like.

  In the torque conversion operation mode, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is performed by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. In this operation mode, the motor MG1 and the motor MG2 are driven and controlled so that torque is converted and output to the ring gear shaft 32a.

  In the charge / discharge operation mode, the engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power necessary for charging / discharging the battery 50 is output from the engine 22, and the engine 22 is charged and discharged with the battery 50. The motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with the torque conversion by the power distribution / integration mechanism 30, the motor MG1 and the motor MG2. It is an operation mode.

  The motor operation mode is an operation mode in which the operation of the engine 22 is stopped and operation is controlled so that power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a.

  In the present embodiment, when the shift lever 81 is operated to the D (drive) range or the R (reverse) range, the above-described torque conversion operation mode, charge / discharge operation mode, motor, and the like are based on the efficiency of the engine 22 and the state of the battery 50. When the engine 22 or the motors MG1 and MG2 are operated in any one of the operation modes, and the shift lever 81 is operated to the B (brake) range, the operation in the motor operation mode is performed so that braking by the engine brake is performed. The engine 22 and the motors MG1 and MG2 are operated in either the torque conversion operation mode or the charge / discharge operation mode other than the motor operation mode.

  That is, the engine 22 is stopped in the D range and the R range, but the engine 22 is not stopped in the B range. The stop of the operation of the engine 22 when the shift lever 81 is operated to the D range is required for the entire vehicle as the sum of the required power of the ring gear shaft 32a as the drive shaft and the power required for charging and discharging of the battery 50. This is performed when the power to be applied is less than a predetermined power that defines a range in which the engine 22 can be operated efficiently.

  Next, the operation of this embodiment will be described with reference to FIG.

[Step S001]
First, in step S001, the accelerator opening PAP and the vehicle speed (peller shaft rotation speed) are read.

[Step S002] and [Step S003]
Next, in step S002, a reference acceleration and an actual acceleration are calculated. Next, the gradient equivalent acceleration is calculated. Gradient equivalent acceleration = Reference acceleration−Actual acceleration

[Step S004]
Next, in step S004, gradient level determination is performed.
For example, gradient level determination is performed as follows based on the gradient-equivalent acceleration obtained in step S003. Here, for convenience of explanation, the determination of the two-step uphill determination level and the one-step downhill determination level is performed. The number of determination level stages is not limited to the above.

  Regarding the uphill determination level, a first predetermined value to a fourth predetermined value are set in advance. The magnitude relationship between these values is a relationship of third predetermined value> fourth predetermined value> first predetermined value> second predetermined value> 0. A fifth predetermined value and a sixth predetermined value are set in advance for the downhill determination level. The magnitude relationship of these values is a relationship of 5th predetermined value <6th predetermined value <0.

  When the gradient equivalent acceleration is larger than the first predetermined value, the first climb determination first level (see reference numeral 402 in FIG. 2) is turned on, and when the gradient equivalent acceleration is smaller than the second predetermined value, When the uphill determination first level 402 is turned off and the gradient equivalent acceleration is larger than the third predetermined value, the uphill determination second level 403 is turned on and the gradient equivalent acceleration is smaller than the fourth predetermined value. In this case, the uphill determination second level 403 is turned off. When the gradient equivalent acceleration is smaller than the fifth predetermined value, the downhill determination first level (reference numeral 413 in FIG. 3) is turned on, and when the gradient equivalent acceleration is larger than the sixth predetermined value, The downhill determination first level is turned off.

[Step S005]
Next, in step S005, start / end determination of uphill / downhill control for each gradient level is performed. For example, the control start condition for the climbing control is that the climbing determination level is equal to or higher than a predetermined value set in advance, the accelerator opening amount and the change amount set in advance for each gradient level, and the like. Can do. Further, for example, the control start condition for the downhill control is that the downhill determination level is not less than a predetermined value that is set in advance, and no conditions related to the accelerator opening can be imposed.

  For example, when the accelerator is returned, the vehicle speed increases by a predetermined value or more, or when the steady running continues for a preset time, the climbing and descending control termination conditions are satisfied. Can do. As shown in FIG. 2, for example, when the uphill control control start condition of the uphill determination first level 402 is satisfied, the uphill control first level 404 is turned on, and the uphill control of the uphill determination first level 402 is performed. When the control end condition is satisfied, the uphill control first level 404 is turned off.

[Step S006]
Next, in step S006, a target peller torque corresponding to the gradient level is obtained. A target acceleration / deceleration corresponding to the gradient level is set in advance, and a target peller torque corresponding to the target acceleration / deceleration is obtained. As shown in FIG. 2, for example, the target peller torque corresponding to the uphill determination first level 402 is obtained as the uphill control first level target peller torque 406.

[Step S007] and [Step S008]
Next, in step S007, it is determined whether or not it is a control start time. If it is not a control start time, the process proceeds to step S009. If it is a control start time, a control start sweep is performed in step S008. The amount is set. As shown in FIG. 2, for example, a sweep amount at the start of control from time t <b> 2 is set for the target peller torque 408 during uphill / downhill control. After step S008, the control flow is returned.

[Step S009] and [Step S010]
In step S009, it is determined whether or not the control is finished. If the control is not finished, the process proceeds to step S011, and if the control is finished, the sweep amount at the end of the control is set in step S010. Is done. As shown in FIG. 2, for example, the sweep amount at the end of control is set from time t14 to the target peller torque 408 during uphill / downhill control. After step S010, this control flow is returned.

[Step S011] and [Step S012]
In step S011, it is determined whether or not it is a control transition between uphill control and downhill control. If it is not a control transition, the process proceeds to step S013, and if it is a control transition, In step S012, the sweep amount at the time of control transfer is set. As shown in FIG. 3, for example, the sweep amount at the time of control transition from time T7 is set for the target peller torque 408 during uphill / downhill control. After step S012, this control flow is returned.

[Step S013] and [Step S014]
In step S013, it is determined whether or not it is time to change the gradient level. If it is not time to change the gradient level, this control flow is returned. If it is time to change the gradient level, step S014 is executed. The sweep amount when changing the gradient level is set. As shown in FIG. 2, for example, in the uphill / downhill control target peller torque 408, the sweep amount when the gradient level is changed is set from time t6 and t10, respectively. After step S014, this control flow is returned.

Next, with reference to FIG.2 and FIG.3, the effect of this embodiment is demonstrated.
FIG. 2 shows an operation when the uphill determination level is changed, and FIG. 3 shows an operation when the control shifts between the uphill control and the downhill control. First, a description will be given with reference to FIG.

  2, reference numeral 401 indicates an accelerator opening, reference numeral 402 indicates a first climbing determination level, reference numeral 403 indicates a second climbing determination level, reference numeral 404 indicates a first climbing control level, and reference numeral 405 indicates a climbing slope. The control second level is indicated. Reference numeral 406 indicates an uphill control first level target peller torque. Reference numeral 407 indicates an uphill control second level target peller torque. Reference numeral 408 indicates a target peller torque during uphill / downhill control. Reference numeral 409 indicates an uphill control. Indicates an execution flag.

  Assume that the present control is started at time t0. Thereafter, as indicated by reference numeral 402 at time t1, as a result of the gradient level determination in step S004, it is determined that the road gradient is the first level of climbing judgment (the first level of climbing judgment 402). on).

  In step S005, it is determined whether or not the start / end conditions of the uphill / downhill control for each gradient level are satisfied. As a result of the determination, based on the accelerator opening 401, for each gradient level (main In the example, it is determined that the start condition of the climbing control of the climbing determination first level 402) is satisfied, and the climbing control first level 404 is turned on. In addition, since this embodiment is an uphill road gradient compensation control, the control start condition is that the accelerator is depressed (see accelerator opening 401).

  In step S006, as indicated by reference numeral 406, a target peller torque (uphill control first level target peller torque) corresponding to the target acceleration / deceleration in accordance with the gradient level (in this example, the uphill determination first level 402) is calculated.

  Next, the determination in step S007 is performed. Since it is determined that the control is started at time t2 (step S007-Y), the sweep amount at the start of control is set as indicated by reference numeral 408 (step S008). At the start of the control, the uphill control first level target peller torque 406 suddenly rises, but the sweep amount at the start of the control increases the torque by the sweep instead of suddenly to the level of the uphill control first level target peller torque 406. . Following step S008, the control flow is returned, and the control flow of the next cycle is executed.

  Next, at time t4, as a result of the determination in step S004, it is determined that the road gradient is at the second uphill determination level (the uphill determination second level 403 is on). At time t6, as a result of the determination in step S005, based on the accelerator opening 401 that has increased from the previous time, it is determined that the start condition of the uphill / downhill control for each gradient level (in this example, the uphill determination second level 403) is satisfied. Then, the uphill control second level 405 is turned on.

  In step S006, as shown by reference numeral 407, a target peller torque corresponding to the target acceleration / deceleration corresponding to the gradient level (in this example, the uphill determination second level 403) (uphill control second level target peller torque) is calculated.

  Next, as a result of the determination in step S013, since it is determined that the control level is changed at time t6 (step S013-Y), the sweep amount when the control level is changed is set as indicated by reference numeral 408 (step S013). S014). At the time of this control level change, the climbing control second level target peller torque 407 suddenly rises and the climbing control first level target peller torque 406 is suddenly changed to a large value. In order to perform the sweep, the sweep amount of the target peller torque 408 at the time of up / down slope control is set. Thereby, generation | occurrence | production of a shock is suppressed. Following step S014, the control flow is returned, and the control flow of the next cycle is executed.

  Next, at time t8, as a result of the determination in step S004, the uphill determination second level 403 is turned off. When the accelerator opening 401 decreases from time t9 to time t10, it is determined that the end condition for the uphill control for each gradient level (in this example, the uphill determination second level 403) is satisfied (step S005), and the uphill control second level 405 is set. It is turned off.

  As a result of the calculation in step S006, the uphill control second level target peller torque 407 decreases from t9 to t10. At this time, since the climbing control level is changed from 2 to 1, a positive determination is made in the determination in step S013, and the sweep amount when the control level is changed is set (step S014). In other words, the target peller torque 408 at the time of uphill / downhill control is the same as the gradient of the second level target peller torque 407 at the time of uphill control from time t9 to t10, and the target peller torque 408 at the time of uphill / downhill control after time t10. The slope is set so as to change from the uphill control second level target peller torque 407 before time t10 to the uphill control first level target peller torque 406 after time t10 instead of suddenly. Thereby, generation | occurrence | production of a shock is suppressed.

  Next, at time t12, as a result of the determination in step S005, the uphill determination first level 402 is turned off. Thereafter, when the accelerator opening 401 decreases from t13 to t14, the uphill control first level 404 is turned off. As a result, the uphill control first level target peller torque 406 decreases (step S006). At this time, since it is determined in step S009 that the control is completed, the sweep amount at the end of control is set in the target peller torque 408 during the uphill / downhill control (step S010). Thereby, generation | occurrence | production of a shock is suppressed.

  As described above, according to the present embodiment, the shock when the road gradient level changes and the target peller torque changes is suppressed.

  Next, with reference to FIG. 3, the operation when shifting from ascending slope control to descending slope control will be described.

  Since the operation from time T0 to T7 is substantially the same as that in FIG. 2, the description thereof is omitted. At time T7, when the downhill determination first level 413 is turned on as a result of the determination in step S004, the uphill control first level 404 is turned off, and the downhill control first level 415 is set in step S005. Is turned on, and the descending slope control first level target peller torque 417 rises in step S006. At this time, since the uphill control shifts to the downhill control, a positive determination is made in step S011, and the sweep amount during the control transfer of the up / downhill control target peller torque 408 is set (step S012). Thereby, the shock at the time of control transfer between uphill control and downhill control is suppressed.

  If the target peller torque is the same between the uphill control and the downhill control, there is no need to sweep, but the target peller torque is different between the two as shown in FIG. 3, and particularly when the accelerator opening 401 is not changed. In order to suppress a sense of incongruity (shock), it is necessary to sweep the target peller torque.

  Further, in the examples of FIGS. 2 and 3, regarding the setting of the sweep amount in each of steps S008, S010, S012, and S014, the gradient when changing the target torque is a preset value (shock can be suppressed). Value), at the start of control (step S007), at the end of control (S009), at the time of transition between uphill control and downhill control (S011), and at the level change (S013) before and after the target peller torque value Can be tied at the above inclination.

  In this case, the sweep amount can be changed for each state change. In particular, when control is transferred between uphill control and downhill control (step S012), the sweep gradient is set larger than the sweep gradient in the other cases (steps S008, S010, S014). Can do. This is to suppress the driver's uncomfortable feeling due to the control delay.

  Further, the sweep gradient at the end of the control (step S010) can be changed according to the accelerator opening as described below. When the control is finished when the accelerator opening is constant, the sweep gradient can be made smaller, and when the accelerator is returned and the control is finished, the sweep gradient can be made relatively large. If the downhill control is finished when the accelerator is stepped on, the sweep slope may be made relatively large. If the uphill control is finished when the accelerator is stepped on, the sweep slope may be made relatively small. it can.

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

(1) When the road gradient (gradient equivalent acceleration) is calculated by the method of step S003, there is a problem that the gradient cannot be calculated with high accuracy while the brake is on. Therefore, there is a problem in setting the target acceleration / deceleration in real time according to the road gradient value and setting the target peller torque according to the target acceleration / deceleration. According to the present embodiment, the control target gradient is divided into levels, and the representative target acceleration / deceleration is set for the divided levels to perform acceleration / deceleration control. Therefore, this problem can be suppressed.

(2) It is possible to suppress a shock at the time of the transition of control between the uphill control and the downhill control when the gradient level changes, when the control starts, when the control ends.

(3) In climbing and descending slope control, the driving force during climbing is increased and the driving force during descending slope is reduced (braking force is increased). Therefore, due to the control switching delay during the transition between the climbing control and the descending slope control. There was a risk of running out of hill when going downhill, and acceleration failure when going uphill from downhill (particularly, the road gradient was calculated using a formula and the driving force directly corresponding to the calculated road gradient in real time. However, according to this embodiment, it is possible to suppress the occurrence of such a problem. It is.

  It should be noted that the present embodiment can also be applied to a powertrain control device (without MG1 and MG2) with AT driving force demand.

It is a flowchart which shows operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. It is a time chart which shows an example of operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. It is a time chart which shows the other example of operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. It is a block diagram which shows schematic structure of 1st Embodiment of the braking / driving force control apparatus of this invention.

Explanation of symbols

20 Hybrid vehicle 22 Engine 24 Engine ECU
26 Crankshaft 28 Damper 30 Power distribution mechanism 31 Sun gear 32 Ring gear 32a Ring gear shaft 33 Pinion gear 34 Carrier 35 Reduction gear 40 Motor ECU
41 Inverter 42 Inverter 43 Rotation Position Detection Sensor 44 Rotation Position Detection Sensor 50 Battery 51 Temperature Sensor 52 Battery ECU
54 Power Line 60 Gear Mechanism 62 Differential Gear 63a Drive Wheel 63b Drive Wheel 70 Electronic Control Unit for Hybrid 72 CPU
74 ROM
76 RAM
80 Ignition switch 81 Shift lever 82 Shift position sensor 83 Accelerator pedal 84 Accelerator pedal position sensor 85 Brake pedal 88 Vehicle speed sensor 401 Accelerator opening 402 Uphill determination first level 403 Uphill determination second level 404 Uphill control first level 405 Uphill control first 2nd level 406 Uphill control first level target peller torque 407 Uphill control second level target peller torque 408 Uphill / downhill control target peller torque 409 Uphill control execution flag 415 Downhill control first level 417 Downhill control first level target peller torque MG1 Motor generator MG2 Motor generator

Claims (5)

A braking / driving force control device that changes an output torque according to a road gradient,
Means for determining the road slope;
Determination means for determining which of the plurality of preset gradient levels the road gradient corresponds to;
Means for obtaining an output torque corresponding to the gradient level determined to correspond to the road gradient by the determination means;
An output torque output means for outputting the output torque along a predetermined gradient set in advance. The braking / driving force control device according to claim 1,
The output torque output means is configured to start control for changing the output torque, end control for changing the output torque, change the slope level determined to correspond to the road slope, and the slope level. The braking / driving force control device according to claim 1, wherein the output torque is output along the predetermined gradient at least when the transition is made between the uphill side and the downhill side. The braking / driving force control device according to claim 2,
The output torque output means is configured to start control for changing the output torque, end control for changing the output torque, change the slope level determined to correspond to the road slope, and the slope level. When shifting between the uphill side and the downhill side, the output torque is output along the predetermined gradient,
The predetermined gradient when the gradient level is shifted between the uphill side and the downhill side is the start of the control for changing the output torque, the end of the control for changing the output torque, and the road gradient. A braking / driving force control device characterized in that the braking / driving force control device is larger than the predetermined gradient when the gradient level determined to be equivalent is changed. In the braking / driving force control device according to any one of claims 1 to 3,
The output torque output means outputs the output torque along the predetermined gradient at the end of control for changing the output torque,
The braking / driving force control device according to claim 1, wherein the predetermined gradient at the end of the control for changing the output torque is different based on a change amount of an accelerator opening. In the braking / driving force control device according to any one of claims 1 to 4,
The braking / driving force control device changes the output torque by controlling the torque or the rotational speed of a power source.

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