JP2009013822A - Braking/driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking/driving force control device which can control braking/driving force that is more appropriate in the situation, depending on traveling environment or traveling situation, and it is possible to perform more suitable control of braking/driving force, if a control conditions of a plurality of driving/braking power is established. <P>SOLUTION: In the braking/driving force control device that changes its output torque by controlling the torque or number of revolutions of a power source, the braking power control device includes a means for searching for two or more target decelerations (S102) based on two or more kinds of traveling environments or traveling situations, a means for determining a minimum value of the target torque (S102) calculated based on the two or more target decelerations, and a means for changing the output torque (S006 to S009) based on the minimum value of target torque. <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 for a vehicle that changes an output torque according to a traveling environment and / or a traveling situation.

  2. Description of the Related Art A vehicle braking / driving force control device that changes output torque according to a traveling environment and / or a traveling state is known.

  For example, Japanese Patent Application Laid-Open No. 2002-305806 (Patent Document 1) has a feature that, in an HV vehicle having a transmission, an optimal shift speed / speed ratio is calculated based on road conditions to perform shift control and motor control. It is disclosed. In the above-mentioned Patent Document 1, no consideration is given to the configuration without the transmission.

JP 2002-305806 A

  It is desired that the braking / driving force control more suitable for the situation is performed in accordance with the traveling environment or the traveling state. In particular, it has not been sufficiently studied what kind of control should be performed when a plurality of braking / driving force control conditions are satisfied in accordance with a traveling environment or a traveling situation.

  The object of the present invention is that it is possible to control the braking / driving force more suited to the situation according to the traveling environment or traveling situation, and is more suitable when a plurality of braking / driving force control conditions are satisfied. Another object of the present invention is to provide a braking / driving force control device capable of controlling the braking / driving force.

  A braking / driving force control device according to the present invention is a braking / driving force control device that changes an output torque by controlling a torque or a rotational speed of a power source, and is based on a plurality of types of traveling environments or traveling conditions. Means for obtaining a target deceleration, means for obtaining a minimum value of a target torque calculated based on the plurality of target decelerations, and means for changing the output torque based on the minimum value of the target torque. It is characterized by that.

  A braking / driving force control device according to the present invention is a braking / driving force control device that changes an output torque by controlling a torque or a rotational speed of a power source, and is based on a plurality of types of traveling environments or traveling conditions. And a means for obtaining a target deceleration, a means for obtaining a target torque based on a maximum value of the plurality of target decelerations, and a means for changing the output torque based on the target torque. .

  According to the present invention, it is possible to control the braking / driving force more suited to the situation according to the traveling environment or the traveling situation, and it is more suitable when a plurality of braking / driving force control conditions are satisfied. The braking / driving force can be controlled.

  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, MG1 are set so as to realize the driver-required peller shaft torque (dry shaft torque) or driving force determined from the accelerator opening and the vehicle speed (peller shaft speed). In a hybrid system control device (power train control device with driving force demand) that determines torque, MG2 torque, etc., if there is a shift point control execution request such as uphill / downhill control, it is based on target acceleration / deceleration rather than gear speed regulation. When setting the target peller shaft torque and the target engine speed lower limit guard and realizing acceleration / deceleration change according to the target acceleration / deceleration (stepless acceleration / deceleration change when CVT is used) In addition to the normal target peller torque and target engine speed lower limit guard, Set Le total 閉相 those goals Peratoruku, selects the accelerator all 閉相 minimum value of those goals Peratoruku from the shift point control. For the normal target accelerator torque (when the accelerator is depressed) and the engine speed lower limit guard, the required control value selected at the minimum value for the target full-equivalent accelerator pedal close torque is selected.

  According to the present embodiment, it is possible to select the control with the maximum deceleration request, and it is possible to perform the same operation as that of the conventional AT or CVT. Here, in the conventional AT control, the minimum value of the gear position is selected, and in the conventional CVT control, the maximum value of the input rotation speed Nin is selected.

  In the case of a powertrain control device with AT driving force demand (a device without MG1 and MG2 compared to the above), the gear ratio that achieves the closest rotational speed, although lower than the target engine speed lower limit guard If the target peller torque cannot be achieved only with the friction torque of that gear ratio, it is possible to achieve the target peller torque by supplementing the brake braking force and change the deceleration according to the target acceleration / deceleration .

  FIG. 6 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 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 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 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 motive power is less than a predetermined motive power that defines a range in which the engine 22 can be operated efficiently. In the case of a power train control device with AT driving force demand, the motors MG1 and MG2 are not provided.

  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]
Next, in step S002, the peller shaft torque required by the driver (drive shaft torque), that is, the driver required peller shaft torque (drive shaft torque) is calculated. For example, referring to a map as shown in FIG. 2, based on the accelerator opening PAP read in step S001 and the vehicle speed (peller shaft rotation speed), the driver requested peller shaft torque (driving force (target peller torque) )) Is calculated.

[Step S003]
Next, in step S003, the power required by the driver (driver required power) and the engine speed required by the driver (driver required engine speed) are calculated.

  The driver request power is calculated based on the driver request peller shaft torque calculated in step S002 and the peller shaft rotation speed read in step S001. Here, driver required power = driver required peller shaft torque × peller shaft rotation speed.

  The driver request engine speed is calculated based on the fuel efficiency optimal line 301 with reference to a map as shown in FIG. When the driver request power is P1, the driver request engine speed is NE1.

[Step S004]
Next, in step S004, calculation of target peller torque and calculation of engine speed lower limit guard value by each shift point control are performed. This step S004 is realized by performing the operation of FIG. Hereinafter, a description will be given with reference to FIG.

[Step S101]
In step S101, a target deceleration (Gtgt) during execution of shift point control is calculated. The shift point control is not particularly limited. For example, so-called accelerator sudden closing control, sudden deceleration downshift control, corner control, climbing slope control, following downshift control, intersection control, highway exit route control, tollgate control ( These are all known). For example, the state of the vehicle such as the vehicle speed can be reflected in the target deceleration (Gtgt) during the shift point control.

[Step S102]
Next, in step S102, a target peller torque (Tpaai) during execution of the shift point control is calculated.

  The target peller torque when the accelerator is fully closed is calculated from the target deceleration (Gtgt). Here, as a method of obtaining the target deceleration (Gtgt) of the shift point control, a known method can be used as appropriate.

  If only the target peller torque when the accelerator is fully closed is changed, the difference in driving force from when the accelerator is depressed increases, so the target peller torque between the accelerator fully closed and the predetermined opening Kpal set in advance is It is calculated by complementing the target peller torque Tpaai0 for the hour and the target peller torque Tpabs for the predetermined opening Kpal. This will be described below.

The target peller torque Tpaai is obtained by the following three methods according to the accelerator opening PAP.
[1] When the accelerator opening PAP is fully closed (PAP = 0%)
[2] When the accelerator opening PAP is equal to or greater than a predetermined opening Kpal (for example, 10%)
[3] When the accelerator opening PAP is 0 to less than Kpal%

[1] When the accelerator opening PAP is fully closed (PAP = 0%)
The value of the target peller torque Tpaai (Tpaai0) when the accelerator opening PAP is fully closed (PAP = 0) is calculated by the following equation.
Tpaai0 = target deceleration (Gtgt) x vehicle weight x 2 x pi x tire radius x differential gear ratio

[2] When the accelerator opening PAP is equal to or greater than Kpal% When the accelerator opening PAP is equal to or greater than Kpal%, the value of the target peller torque Tpaai is set to a map value (Tpabs) provided in advance. That is, as shown in FIG. 2, the map value Tpabs obtained based on the vehicle speed (peller shaft rotation speed) and the accelerator opening PAP is directly used as the target peller torque Tpaai.

[3] When the accelerator opening PAP is 0 to less than Kpal% When the accelerator opening is between 0% and Kpal%, linear interpolation is performed according to the accelerator opening PAP using the following formula: Thus, the target peller torque Tpaai is obtained.
Tpaai = (Tpabs−Tpaai0) / Kpal * PAP + Tpaai0

  Here, when execution conditions for a plurality of shift point controls are satisfied (for example, when the traveling road is an uphill road or a downhill road and there is a corner in front of the vehicle), each target of the plurality of shift point controls is set. Deceleration (Gtgt) is obtained, and based on the obtained target decelerations (Gtgt), the target peller torque Tpaai when the accelerator opening PAP of each of the plurality of shift point controls is fully closed (PAP = 0). Is obtained (Tpaai0).

  Next, the minimum value is selected from the values (Tpaai0) of the target peller torque Tpaai when the accelerator opening PAP is fully closed (PAP = 0) for each of the plurality of shift point controls. In this embodiment, when the conditions for establishing a plurality of shift point controls are satisfied, the value of the target peller torque Tpaai when the accelerator opening PAP is fully closed (PAP = 0) for each of the plurality of shift point controls. The minimum value selected from (Tpaai0) is used (see step S006 described later). For example, when the accelerator opening degree PAP is 0 to less than Kpal% ([3]), the value of the target peller torque Tpaai (Tpaai0) when the selected accelerator opening degree PAP is fully closed (PAP = 0). ) Is used to obtain a target peller torque Tpaai linearly interpolated according to the accelerator opening PAP.

[Step S103]
Next, in step S103, it is determined whether or not the engine is stopped and whether or not the braking force is realized by regenerative control. That is, it is determined whether the shift point control of the target deceleration (Gtgt) calculated in step S101 is a shift point control that requires reacceleration, and as a result, the shift point control that requires reacceleration. When it is not determined that the braking force is determined, it is determined that the braking force is realized by the regenerative control. As a result of the determination in step S103, when it is determined that the braking force is realized by the regenerative control, the flow of FIG. 5 is returned, and when it is determined that the braking force is not realized by the regenerative control, the process proceeds to step S104. .

  Here, the shift point control that requires re-acceleration is a preset shift point control aimed at improving the re-acceleration, for example, so-called accelerator sudden close control, sudden deceleration down shift control, corner control. (Both known). On the other hand, shift point control other than shift point control that requires reacceleration (shift point control that does not require reacceleration) is set in advance, for example, so-called uphill / downhill control, follow-up downshift control, intersection control, Highway exit route control, tollgate control (both known), and the like are included.

  In the present embodiment, depending on the control to be performed, switching is made between whether the braking force is realized by regeneration or by increasing the friction due to an increase in engine speed.

  In the control for controlling the braking force for a long time, such as so-called uphill / downhill control / follow-up control, or the control that does not require the improvement of reacceleration, the braking force is realized by regeneration (engine stop permission) to prevent deterioration of fuel consumption. On the other hand, in so-called accelerator sudden closing control, sudden deceleration control, and corner control, which are aimed at improving re-acceleration, braking force is realized by increasing friction due to an increase in engine speed (engine stop prohibited).

  According to the present embodiment, the means for realizing the braking force by switching due to regeneration or friction due to an increase in the engine speed is switched according to the driving situation, so that adverse effects on fuel consumption are reduced and drivability can be improved. In the present embodiment, in the case of control for increasing the braking force by downshifting (step S103-N), the target engine speed lower limit guard is calculated by the following steps S104 to S109.

[Step S104]
In step S104, the target power (Pwai ′) during execution of each shift point control is calculated. The required power at the time of performing the shift to the low shift stage in the shift point control is calculated.
Pwai ′ = Pwai−P _LR −P _{T / M}
Pwai = Tpaai0 × Peller shaft rotation speed (Np)

Here, Pwai is the power on the peller axis. P _LR is road load and P _{T / M} is transmission loss. Further, Tpaai0 is a target peller torque Tpaai when the accelerator opening degree PAP is fully closed (PAP = 0) for each of the plurality of shift point controls when execution conditions for the plurality of shift point controls are satisfied. Is the minimum value selected from the values (Tpaai0) (the same applies to the following steps).

[Step S105]
Next, in step S105, the basic value (base value) (Negdaibs) of the target engine speed lower limit guard during execution of each shift point control is obtained from the map of FIG. As shown in FIG. 4, the basic value (Negdaibs) of the target engine speed lower limit guard is such that the power Pwai ′ that realizes the target deceleration (Gtgt) is the engine speed that is realized only by the engine friction torque Q. For example, on the equal power lines P0, P1, P2,... Pn, the basic value (Negdaibs) of the target engine speed lower limit guard when Pwai ′ obtained in step S104 corresponds to P2 is a value indicated by the symbol Negdaibs1. It is.

  In the case of an AT driving force control system, a gear ratio that is lower than the basic value (Negdaibs) of the target engine speed lower limit guard is selected based on the vehicle speed, and the gear ratio is selected. And the engine speed calculated from the vehicle speed are set as the basic value (Negdaibs') of the corrected target engine speed lower limit guard.

[Step S106]
In step S106, an upper limit guard process of the target engine speed lower limit guard value during execution of the shift point control is performed. As the upper limit guard t_gd of the target engine speed lower limit guard value, for example, a guard by NV, a guard by MG1 temperature, and a guard by ATF oil temperature are used as follows.
t_gd = MAX (guard by NV, guard by MG1 temperature, guard by ATF oil temperature)

  The corrected target engine speed lower limit guard (Negdaigd) is obtained as a value resulting from the guard process so that the basic value (Negdaibs') of the corrected target engine speed lower limit guard is equal to or lower than the upper limit guard t_gd.

  If there is a possibility of demagnetization of the magnet due to a rise in the temperature of MG1, or if there is a possibility of breather blowing due to an increase in the ATF oil temperature, the range of increase in engine speed will be restricted (the amount of downshift will be reduced). Apply regulations). In the hybrid system (THS) of the present embodiment, the engine speed is increased during downshifting, and the engine speed is controlled by MG1. By making the engine speed high, the MG1 generates heat, the temperature rises, and the magnet may demagnetize. Moreover, the oil temperature of ATF rises by the temperature rise of MG1, and there is a possibility of breather blowing. Taking these into account, the upper limit guard process of the target engine speed lower limit guard value is performed.

[Step S107]
Next, in step S107, a base target speed ratio (Ratiotbs) during execution of the shift point control is obtained. The base target speed ratio (Ratiotbs) is obtained from the corrected target engine speed lower limit guard (Negdaigd) and the peller speed Np by the following equation.
Ratiobs = Negdaigd / Np

[Step S108]
Next, in step S108, the target speed ratio maximum value (Ratiot (i)) during execution of the shift point control is calculated. In the conventional shift point control, after the shift point is switched (downshift), the gear stage of the downshift destination is maintained until a return condition such as accelerator-on is satisfied. Also in the present embodiment, the target gear ratio is smoothed as shown in the following equation in order to maintain the gear stage until the return condition is satisfied.
Ratiot (i) = MAX (Ratiotbs, Ratiot (i-1))

  Step S108 will be described with reference to FIG. When shift point control is performed with the brake XSTP turned on as a trigger, the target deceleration G and the target peller torque TP increase to the negative side. If the annealing process in step S108 is not performed, the target speed change ratio has a form corresponding to the target peller torque TP as it is, and drops from the middle as shown by a broken line, but as shown in the above formula, the previous control is performed. Since the value does not become the target speed ratio (i-1) or less at the time of execution of the flow, the target speed ratio is maintained at a high value without decreasing as shown by the solid line in FIG.

  Thus, according to the above equation, the target speed ratio (i-1) at the time of execution of the previous control flow is adopted on the side where the target speed ratio is lowered, while the base target speed change is made on the side where the target speed ratio is raised. Ratios are adopted.

[Step S109]
Next, in step S109, the value of the target engine speed lower limit guard during execution of each shift point control is obtained from the target speed ratio maximum value (Ratiot (i)). Specifically, it is calculated by the following formula.
Negdai = Ratiot × Np

  Following step S109, the control flow of FIG. 5 is returned. Next, step S005 of FIG. 1 is performed.

[Step S005]
In step S005, it is determined whether or not there is a request for performing shift point control, that is, whether or not there is a request for changing the target peller torque by shift point control. If the result of the determination is affirmative, the process proceeds to step S006, and if not, the process proceeds to step S008.

[Step S008]
If there is no shift point control execution request (step S005-N), in step S008, the driver required peller torque calculated in step S002 and the driver required engine speed calculated in step S003 are selected.

[Step S006]
In step S006, when there is a request for execution of the shift point control (step S005-Y), the value of the target peller torque Tpaai (Tpaai0) for the shift point control when the accelerator opening PAP is fully closed (PAP = 0). ) Is selected (see step S102). That is, when the execution conditions for a plurality of shift point controls are satisfied (for example, when the traveling road is an uphill road or a downhill road and there is a corner in front of the vehicle), each target reduction of the plurality of shift point controls is performed. A speed (Gtgt) is obtained, and based on each of the obtained target decelerations (Gtgt), a target peller torque Tpaai for each of the plurality of shift point controls when the accelerator opening PAP is fully closed (PAP = 0). The value (Tpaai0) is obtained.

  Next, the minimum value is selected from the values (Tpaai0) of the target peller torque Tpaai when the accelerator opening PAP is fully closed (PAP = 0) for each of the plurality of shift point controls. In this embodiment, when the conditions for establishing a plurality of shift point controls are satisfied, the value of the target peller torque Tpaai when the accelerator opening PAP is fully closed (PAP = 0) for each of the plurality of shift point controls. The minimum value selected from (Tpaai0) is used (see step S102).

[Step S007]
Next, in step S007, a target peller torque at the time of shift point control is selected, and the driver-requested engine speed is corrected by the engine speed lower limit guard. That is, in step S008, instead of selecting the driver requested peller torque calculated in step S002, in step S007, the target peller torque Tpaai during execution of the shift point control obtained in step S102 (S006) is selected. The

  In step S008, instead of selecting the driver requested engine speed obtained in step S003, in step S007, the target engine speed lower limit during the shift point control obtained in step S109 is obtained. The value obtained by correcting the driver requested engine speed obtained in step S003 by the guard Negdai is used.

[Step S009]
In step S009, engine torque Te *, MG1 rotation speed Nm1 *, target MG1 torque Tm1 *, and target MG2 torque Tm2 * are calculated. The calculation method will be described in detail below.

  In step S007 or step S008, the target rotational speed Ne * and the target peller shaft torque Tp * of the engine 22 are set. When Ne * ≦ NeL *, if Ne * = NeL *, then Tp * × Np = Since Te * × Ne *, Te * = Tp * × Np / Ne * (Np is the rotation speed of the peller shaft). Then, using the set target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a (= conversion coefficient k · vehicle speed V), and the gear ratio ρ of the power distribution and integration mechanism 30, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the following equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 of the motor MG1.

  FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). Since the rotational speed of the sun gear 31 is the rotational speed Nm1 of the motor MG1 and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Nm1 * of the motor MG1 is the rotational speed Nr of the ring gear shaft 32a (= k · V), the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30 can be calculated by the equation (1).

  Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term.

  Note that the two thick arrows on the R axis in FIG. 7 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. The torque transmitted to the motor and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a.

Nm1 * = (Ne * ・ (1 + ρ) −k ・ V) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * −Nm1) + KI∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35 are requested. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 in order to cause the torque Tr * to act on the ring gear shaft 32a is calculated by the following equation (3) determined from the torque balance relationship in the nomograph of FIG. Based on the 50 input / output limits Win, Wout, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2, the following formula (4) and the following formula (5) To calculate torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from Set the smaller the variable T of the m2tmp the calculated torque limit Tm2max, sets a larger one of this variables T and the torque limit Tm2min the torque command Tm2 * of the motor MG2. Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min ＝ (Win−Tm1 * ・ Nm1) / Nm2 （４）
Tm2max ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (5)

  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, 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 in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Further, 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.

  Next, referring to FIG. 9, the operation of this embodiment is schematically shown.

  Reference numeral 501 denotes an accelerator opening, reference numeral 502 denotes an accelerator full-closed target pereller torque (Tpaai0) according to an uphill / downhill control request, reference numeral 503 denotes an accelerator full-closed equivalent target peller torque (Tpaai0) according to a corner control request, and reference numeral 504 denotes an accelerator full-closed equivalent target. The selected value (minimum value) of the peller torque (Tpaai0), reference numeral 505 is the driver required engine speed corrected by the target engine speed lower limit guard related to the uphill / downhill control request, and reference numeral 506 is the target engine speed lower limit related to the corner control request Driver required engine speed corrected by the guard, reference numeral 507 is a selected value of the driver required engine speed corrected by the target engine speed lower limit guard, reference numeral 508 is the target perimeter torque Tpaai related to the corner control request, and reference numeral 509 is the uphill / downhill Target peller torque Tpaai related to the control request, Issue 510 indicates the selected value of the target Peratoruku Tpaai respectively.

  In FIG. 9, reference numerals 502, 503, 505, 506, 508, and 509 are shown for convenience of explanation. As described above, in this embodiment, instead of the reference numerals 502 and 503, reference numerals 502 and 503 are used. Reference numeral 504 is selected as the minimum value. As a result, the code 507 corresponding to the maximum value of the codes 505 and 506 is used instead of the codes 505 and 506, and the code selected in comparison with the codes 502 and 503 is used instead of the codes 508 and 509. Reference numeral 510 corresponding to 503 is used.

  According to this embodiment, the engine speed, engine torque, and MG1 speed are set so as to realize the driver-required peller shaft torque (dry 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) for determining MG1 torque, MG2 torque, etc., if there is a shift point control execution request such as uphill / downhill control, the target speed is not adjusted When the target peller shaft torque (step S102) and the target engine speed lower limit guard (steps S104 to S109) are set from the speed (step S101), and the acceleration / deceleration change (CVT) according to the target acceleration / deceleration is used Stepless acceleration / deceleration change) can be realized.

  According to the present embodiment, when a plurality of shift point control conditions are satisfied according to the driving environment or the driving situation, when the accelerator opening PAP of each of the plurality of shift point controls is fully closed ( Since the minimum value is selected from the values (Tpaai0) of the target peller torque Tpaai of (PAP = 0), it becomes possible to perform more suitable braking / driving force control.

  In the case of a powertrain control device with AT driving force demand, a gear ratio that achieves the closest number of revolutions, which is lower than the target engine speed lower limit guard (steps S104 to S109), is selected. When the target peller torque cannot be realized only by the friction torque of the gear ratio, the target peller torque can be realized by supplementing the brake braking force, and the deceleration change according to the target acceleration / deceleration can be realized.

According to this embodiment, the following effects can be achieved.
(1) The braking / driving force can be satisfactorily adjusted when a plurality of shift point control conditions are satisfied.
(2) Unlike the conventional AT, in the HV system and CVT, the driving force can be controlled in a stepless manner according to the target deceleration, so that it is possible to realize a deceleration more suitable for the situation.
(3) Also in the AT driving force control system, since the driving force can be controlled according to the target deceleration, it is possible to realize the deceleration more suitable for the situation.
(4) The step of the driving force when the accelerator is depressed after the accelerator is fully closed is reduced.

(5) When the braking force is increased by downshifting, an increase in the braking force due to engine friction can be realized (regenerative control need not be performed in an HV vehicle).
(6) When the braking force is increased by downshifting, NV deterioration due to the use of a high engine speed range due to shift point control, breather blowing due to an increase in ATF oil temperature, motor demagnetization due to MG1 temperature increase. It can be avoided.
(7) When the braking force is increased by downshifting, as described above, the driving force control is performed based on the target deceleration (Gtgt) during execution of the shift point control, thereby performing more suitable control. Is possible. For example, in the corner control, conventionally, since the target shift speed is determined based on the degree of corner bending and the road gradient, the control to the same target shift speed is performed regardless of the vehicle speed. On the other hand, in this embodiment, the driving force control is performed based on the target deceleration (Gtgt), so that the low speed gear ratio at the time of re-acceleration after the target braking force decrease (target deceleration increase) due to the vehicle speed decrease or the like. By using this, acceleration response can be improved.

  In the above embodiment, when the execution conditions for a plurality of shift point controls are satisfied, the respective target decelerations (Gtgt) of the plurality of shift point controls are obtained, and the obtained target decelerations (Gtgt) are obtained. Based on each of the plurality of shift point control, the value (Tpaai0) of the target peller torque Tpaai when the accelerator opening PAP is fully closed (PAP = 0) is obtained, and the plurality of the obtained target peller torques Tpaai are determined. The minimum value selected from the values (Tpaai0) was used. Instead, when the execution conditions for the plurality of shift point controls are satisfied, the respective target decelerations (Gtgt) of the plurality of shift point controls are obtained, and from among the plurality of target decelerations (Gtgt) The maximum value is selected, and based on the selected maximum value of the target deceleration (Gtgt), the value of the target peller torque Tpaai (Tpaai0) when the accelerator opening PAP is fully closed (PAP = 0), The obtained value (Tpaai0) of the target peller torque Tpaai can be used.

In the present embodiment, the following technique is disclosed.
(Claim 1)
A braking / driving force control device that changes output torque by controlling torque or rotation speed of a power source,
Means (S102) for determining a plurality of target decelerations based on a plurality of types of driving environments or driving conditions;
Means (S102) for obtaining a minimum value of a target torque calculated based on the plurality of target decelerations;
A braking / driving force control device comprising means (S006 to S009) for changing the output torque based on the minimum value of the target torque.
(Section 2)
A braking / driving force control device that changes output torque by controlling torque or rotation speed of a power source,
Means (S102) for determining a plurality of target decelerations based on a plurality of types of driving environments or driving conditions;
Means for obtaining a target torque based on a maximum value of the plurality of target decelerations;
A braking / driving force control apparatus comprising: means (S006 to S009) for changing the output torque based on the target torque.
(Section 3)
A braking / driving force control device that changes output torque by controlling torque or rotation speed of a power source,
Means for determining a target deceleration based on the driving environment or driving situation;
Means (step S104) for calculating a required engine braking force (Pwai ′) based on the target deceleration;
Means (step S105, step S106) for setting an engine speed lower limit guard value (Negdai) that provides the required engine braking force;
A braking / driving force control device comprising: means for controlling the rotational speed of the power source based on the engine rotational speed lower limit guard value (Negdai).

  According to the above item 2, the travel restriction control according to the road condition is possible even during the normal travel of the vehicle having no transmission.

(Claim 4)
In the braking / driving force control device according to Item 3,
The engine speed lower limit guard value (Negdai) corresponds to the speed at which the required engine braking force (Pwai ′) for realizing the target deceleration is realized by engine friction torque. Braking / driving force control device.

  According to the item 4, the reacceleration performance of the vehicle is improved.

(Section 5)
In the braking / driving force control device according to Item 3 or 4,
The engine speed lower limit guard value (Negdai) has a large target speed ratio (Ratiotbs) and a target speed ratio (Ratiot (i-1)) before the current target speed ratio (Ratiotbs) is calculated. The braking / driving force control device is calculated based on the target gear ratio.

(Claim 6)
In the braking / driving force control device according to any one of Items 3 to 5,
A braking / driving force control device, wherein an upper limit guard process is performed on the engine speed lower limit guard value (Negdai).

  According to the said item 6, it is suppressed that an engine speed increases too much.

(Claim 7)
In the braking / driving force control device according to any one of Items 3 to 6,
The braking / driving force control device is a braking / driving force control device for a hybrid vehicle having an internal combustion engine and an electric motor,
The braking / driving force control device characterized by changing the output torque by controlling the torque and rotation speed of the internal combustion engine and the torque and rotation speed of the electric motor.

(Section 8)
In the braking / driving force control device according to any one of Items 3 to 7,
The target output torque when it is equal to or less than a predetermined accelerator opening that is set in advance is calculated based on the target output torque when the accelerator is fully closed and the target output torque when the accelerator is fully open. Braking / driving force control device.

(Claim 9)
In the braking / driving force control device according to Item 7,
The target output torque when the accelerator opening is between the accelerator fully closed and the predetermined accelerator opening is between the target output torque when the accelerator is fully closed and the target output torque when the accelerator is fully open. A braking / driving force control device characterized in that it is calculated as a proportional increase in accordance with an increase in accelerator opening.

It is a flowchart which shows operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. In the first embodiment of the braking / driving force control device of the present invention, it is a map for calculating the driver required peller shaft torque. 5 is a map for calculating a driver request engine speed in the first embodiment of the braking / driving force control device of the present invention. It is a figure for demonstrating the basic value of the target engine speed lower limit guard in execution of each shift point control in 1st Embodiment of the braking / driving force control apparatus of this invention. It is a flowchart which shows other 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. In the first embodiment of the braking / driving force control device of the present invention, it is a map showing the shift stage according to the relative positional relationship with the preceding vehicle. It is a time chart for demonstrating other operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. It is a time chart for demonstrating other operation | movement 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 501 Accelerator Opening 502 Target Accelerator Fully Closed Equivalent by Uphill / Downhill Control Request 503 Accelerator Fully Closed Equivalent by Corner Control Request Pera torque 504 Accelerator fully closed equivalent target peller torque selection value (minimum value)
505 Driver requested engine speed corrected by target engine speed lower limit guard related to uphill / downhill control request 506 Driver requested engine speed corrected by target engine speed lower limit guard related to corner control request 507 Target engine speed lower limit guard The selected value of the driver requested engine speed corrected by 508 The target peller torque related to the corner control request 509 The target peller torque related to the up / down slope control request 510 The selected value of the target peller torque Tpaai Acc Accelerator opening BP Brake pedal position MG1 Motor generator MG2 Motor generator PAP Accelerator opening SP Shift position V Vehicle speed

Claims (2)

A braking / driving force control device that changes output torque by controlling torque or rotation speed of a power source,
Means for determining a plurality of target decelerations based on a plurality of types of driving environments or driving conditions;
Means for obtaining a minimum value of a target torque calculated based on the plurality of target decelerations;
A braking / driving force control device comprising: means for changing the output torque based on a minimum value of the target torque. A braking / driving force control device that changes output torque by controlling torque or rotation speed of a power source,
Means for determining a plurality of target decelerations based on a plurality of types of driving environments or driving conditions;
Means for obtaining a target torque based on a maximum value of the plurality of target decelerations;
A braking / driving force control device comprising: means for changing the output torque based on the target torque.

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