JP2009292313A - Vehicle driving control device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To ensure a proper operation of a clutch pedal when a hybrid vehicle using a manual transmission starts moving by driving an engine, the vehicle using an electric motor for start in a normal operation. <P>SOLUTION: Drive torque of the engine 1 is transmitted to wheels 7L, 7R through a clutch 3 and a manual transmission 4 with a change lever 4a manually operated. The wheels 7L, 7R can be driven by the electric motor 8 without using the manual transmission 4. When the vehicle starts moving by the electric motor 8 while the engine 1 is stopped, the drive torque at start-up using the engine 1 is calculated based on an operation amount of a clutch pedal 10, an accelerator opening, and a shift stage, and the electric motor 8 is driven with the calculated drive torque. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle drive control apparatus and method.

In recent vehicles, particularly automobiles, there is an increasing trend for hybrid vehicles including an engine and an electric motor as driving sources for traveling. In a hybrid vehicle, a traveling state using only an electric motor and at least a traveling state using an engine are generally switched as appropriate. In such a hybrid vehicle, an automatic transmission is generally used as a transmission. However, as shown in Patent Document 1, there is also a type using a manual transmission as a transmission. The use of a manual transmission is not only preferable for simplifying the structure and reducing the cost, but also makes it possible to ensure the pleasure of manually operating the shift. When a manual transmission is used, the driving of the wheels by the electric motor is usually performed without using the manual transmission.
JP 2002-160540 A

  In a hybrid vehicle using a manual transmission, it is required to manually shift the manual transmission in the same manner as a normal vehicle when traveling with an engine. It is necessary to operate the accelerator. On the other hand, in the case of traveling by an electric motor, no gear shifting is required, so that a particularly troublesome operation of the clutch pedal is not required. Moreover, in a hybrid vehicle using a manual transmission, a low load / low vehicle speed range is generally set as a region where the motor is driven while the engine is stopped. Since it is performed by driving the electric motor, it is not necessary to operate the clutch pedal when starting.

  By the way, in a hybrid vehicle, when the amount of power stored in a battery that supplies electric power to an electric motor becomes extremely small, the engine must be driven by an engine even in an area that is originally driven by the electric motor. The situation will arise. That is, when the vehicle is originally started by driving the electric motor, there is a case where the vehicle has to start by driving the engine because the amount of power stored in the battery is small. In this case, since the start is normally performed by driving the electric motor, there is no need to perform the particularly troublesome operation of the clutch pedal, so the driver is not aware of the operation of the clutch pedal at the start. As a result, there is a possibility that the driver will not be able to operate the clutch pedal well when starting by driving the engine and it will be difficult to start smoothly. Come.

  The present invention has been made in consideration of the above circumstances, and its purpose is to start a vehicle by driving an engine while normally starting the vehicle by driving an electric motor in a hybrid vehicle using a manual transmission. It is an object of the present invention to provide a vehicle drive control device and method which can appropriately perform clutch pedal operation when performing the operation.

In order to achieve the above object, the following solution is adopted in the control device of the present invention. That is, as described in claim 1 in the claims,
A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
When starting with the electric motor in a state where the engine is stopped, the driving torque by the engine when it is assumed that the engine starts based on the operation amount of the clutch pedal, the accelerator opening degree, and the gear position. Control means for calculating and controlling the electric motor with the calculated drive torque;
It is supposed to be equipped with.

  According to the above-described solution method, at the time of starting by driving the electric motor, the driving torque of the electric motor is set based on the clutch pedal operation amount, the accelerator opening, and the gear position, so that the driver can obtain an appropriate driving torque. As a result, it is urged to appropriately perform clutch pedal operation and accelerator operation so as to be suitable for start-up, and to be prompted to select an appropriate gear position. To be learned). Thus, even when starting by driving the engine instead of the electric motor, the starting can be performed smoothly. Of course, it is also preferable to obtain driving torque according to various operations by the driver.

Preferred embodiments based on the above solution are as described in claims 2 to 4 in the claims. That is,
The control means is configured to rotate the engine based on an operation amount of the clutch pedal and an accelerator opening when calculating a driving torque of the engine when starting with the electric motor while the engine is stopped. The number and the generated torque are calculated, and the driving torque and the rotational speed of the electric motor are determined in consideration of the calculated rotational speed and the generated torque (corresponding to claim 2). In this case, it is preferable to estimate the state of the engine at the time of starting more accurately based on the clutch pedal operation amount and the like, and to exhibit the effect corresponding to claim 1 more effectively.

  The control means applies a torque fluctuation to the driving torque of the electric motor when a sudden acceleration opening operation is performed when the electric motor starts with the engine stopped. It has been set (corresponding to claim 3). In this case, if an inappropriate accelerator operation is performed at the time of departure, a torque fluctuation based on the inappropriate operation is given, so the driver can more clearly recognize that the accelerator operation is inappropriate. Thus, an appropriate accelerator operation can be learned.

  The control means applies a torque fluctuation to the driving torque of the electric motor when a sudden engagement operation of the clutch pedal is performed when the electric motor starts with the engine stopped. It is set so that it is set (corresponding to claim 4). In this case, if an inappropriate clutch pedal operation is performed at the time of starting, torque fluctuation based on the inappropriate operation is given, so the driver more clearly indicates that the clutch pedal operation is inappropriate. This makes it possible to learn appropriate clutch pedal operation.

In order to achieve the above object, the following solution is adopted in the drive control method of the present invention. That is, a manual transmission that is shifted by manually operating a change lever as described in claim 5 in the claims,
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
A vehicle drive control method comprising:
When starting with the electric motor while the engine is stopped, the driving torque by the engine when it is assumed that the engine starts based on the operation amount of the clutch pedal, the accelerator opening, and the gear position Calculating and driving the electric motor with the calculated driving torque;
It is like that. According to the said solution technique, the control method corresponding to the control apparatus of Claim 1 can be provided.

  ADVANTAGE OF THE INVENTION According to this invention, when starting by the drive of an electric motor, appropriate operation, such as a clutch pedal, is learned, and when starting by the drive of an engine, start can be performed smoothly.

  In FIG. 1, reference numeral 1 denotes an engine, and the output (generated torque) of the engine 1 is sequentially supplied to the left and right drive wheels 7 </ b> L via a second electric motor 2, a clutch 3, a manual transmission 4, a propeller shaft 5, and a differential gear 6. , 7R. The first electric motor 8 is connected to the propeller shaft 5 so that the driving forces 7L and 7R can be driven by the first electric motor 8 as well. In the embodiment, the first electric motor 8 is directly connected to the propeller shaft 5.

  The second electric motor 2 is connected to a crankshaft of the engine 1 so as to be switched between a start for the engine 1 and a power generation driven by the engine 1. The clutch 3 is intermittently engaged by a clutch pedal 10 that is manually operated by a driver. That is, as described later, when the clutch pedal 10 is depressed, the clutch 3 is released (disconnected), and when the clutch pedal 10 is released, the clutch 3 is engaged. Further, as will be described later, the clutch 3 is configured so that the engagement release state can be obtained even when the clutch pedal 10 is not depressed by the clutch release means 20 (automatic engagement release). The manual transmission 4 has, for example, five forward speeds and one reverse speed, so that the driver can manually select the desired speed and the neutral state can be selected by manually operating the change lever 4a. It has become.

  In FIG. 2, the clutch 3 has a clutch cover 31 coupled to the crankshaft of the engine 1 and an output shaft 32 coupled to the input shaft of the manual transmission 4. A drive plate 33 is held on the clutch cover 31 so as to rotate integrally, and a driven plate 34 is held on the output shaft 32 so as to rotate integrally. Usually, although not shown in the drawing, both plates 33 and 34 is brought into pressure contact with the clutch 3 in an engaged state. An operating member 35 is fitted to the output shaft 32 so as to be slidable and relatively rotatable. By operating the operating member 35 in a direction away from the driven plate 34, the plates 33 and 34 are separated from each other. Thus, the clutch 3 is brought into the engagement release state.

  The operation member 35 is slid by a hydraulic cylinder 36 via a swing member 37. That is, when the hydraulic cylinder 36 receives hydraulic pressure (release hydraulic pressure), its output rod 36a is displaced leftward in FIG. 2, and in response to this, the swing member 37 is swung around its mounting fulcrum 37a, The operation member 35 is displaced to the right in FIG. 2, and the clutch 3 is released from the engaged state. When the clutch pedal 10 is depressed, a hydraulic pressure is generated in the master cylinder 38. The hydraulic pressure from the master cylinder 38 is supplied to the hydraulic cylinder 36 as a release hydraulic pressure, and the clutch 3 is released.

  Release hydraulic pressure can be supplied to the hydraulic cylinder 36 also from the clutch release means 20. This clutch release means 20 has a reservoir 22 connected to a hydraulic cylinder 36 via a supply path 21. A pump 23 that pumps up the oil in the reservoir 21, a pressure regulating valve 24, and a linear solenoid valve 25 are connected to the supply path 21. The discharge pressure from the pump 23 is regulated to a predetermined constant pressure by the pressure regulating valve 24. Further, the supply pressure to the hydraulic cylinder 36 is adjusted by the linear solenoid valve 25 within a range from a predetermined pressure (maximum pressure) set by the pressure regulating valve 24 to 0 (the adjustment of the engagement force of the clutch 3 causes the half clutch to Can also be generated).

  In FIG. 1, 40 is a battery. The battery 40 is connected to the electric motors 2 and 8 via an inverter 41. The first electric motor 8 receives, for example, power from the battery 40 via the inverter 41 during vehicle acceleration or steady running to drive the drive wheels 7L and 7R, and the kinetic energy of the drive wheels 7L and 7R during vehicle deceleration. In response to this, the regenerative state in which the power is generated and the battery 40 is charged with the generated power via the inverter 41 can be taken. The second electric motor 2 receives the electric power from the battery 40 via the inverter 41 when the engine 1 is stopped, receives the electric power from the battery 40, and receives the drive energy of the engine 1 to generate electric power. The battery 40 can be charged (in particular, when the amount of power stored in the battery 40 is small).

  In FIG. 1, U is a controller (control unit) configured using a microcomputer. The controller U receives signals from various sensors or switches S1 to S7. The sensor S1 detects an accelerator opening that is a depression amount of an accelerator pedal (not shown) operated by the driver. The sensor S2 detects the vehicle speed. The sensor S3 detects the engine speed. The sensor S4 detects the amount of power stored in the battery 40. The sensor S5 is a shift position detection switch that detects the gear position (including neutral) of the manual transmission 4. The sensor S6 detects the amount of depression of the clutch pedal 10. The switch S7 is a switch for manually selecting either the automatic mode or the manual mode by the driver. When the manual mode is selected, the accelerator or the clutch pedal is used only when starting with the first electric motor 8 described later. This is a mode for learning 10 appropriate operations and selection of an appropriate shift speed, and is a mode in which this learning is not performed when the automatic mode is selected.

  The controller U performs control of the inverter 41 (switching control between power generation and driving of the electric motors 2 and 8) and control of the clutch release means 20 (control of the linear solenoid valve 25). The control by the controller U is as follows. First, in a traveling state in which the accelerator pedal is depressed, the engine 1 is stopped and the first electric motor 8 when the vehicle speed is a low vehicle speed equal to or less than a predetermined vehicle speed and the accelerator opening is a low load equal to or less than the predetermined opening. It is assumed that the motor is running. That is, at the time of acceleration of the vehicle or at the time of steady running and starting, the drive wheels 7L and 7R are driven only by the second electric motor 8 by receiving electric power from the battery 40, and at the time of deceleration of the vehicle, the second electric motor 8 generates electric power. The battery 40 is charged with the generated power (regeneration). In addition, when the battery 40 is in a low power storage state where the power storage amount is equal to or less than the predetermined power storage amount, the second motor 2 is started with the driving force of the engine 1 after starting the engine 1 with the second motor 2, The battery 40 is charged with the electric power generated by the two electric motors 2 (the operation by the second electric motor 8 is continued). During such motor traveling, at least when the manual transmission 4 is in a non-neutral state, the clutch release means 20 is operated to disengage the clutch 3 (between the second electric motor 8 and the engine 1). . Thus, when the second electric motor 8 is operated, the engine 1 is prevented from becoming a resistance (preventing dragging of the engine 1), and the second electric motor 8 is efficiently operated. When the motor is running, it is possible to shift the manual transmission 4 itself (selecting a gear position according to the operating state of the change lever 4a).

  On the other hand, when the vehicle speed is higher than the predetermined vehicle speed or when the accelerator opening is larger than the predetermined opening, the second electric motor 8 is stopped and the drive wheels 7L and 7R are driven only by the engine 1. become. When the engine 1 travels, the driver travels while shifting to a desired gear stage by using both the operation of the change lever 4a and the operation of the clutch pedal 10 (installing a normal manual transmission). Drive exactly the same way) Note that, during traveling by only the engine 1, regeneration is executed by one or both of the first electric motor 8 and the second electric motor 2 when the vehicle is decelerated. Since the accelerator opening is frequently changed greatly, it is preferable to set a hysteresis for switching from traveling by only the engine 1 to traveling by the first electric motor 8 (for example, the accelerator opening is When it becomes less than the predetermined opening after becoming larger than the predetermined opening, it is delayed for a predetermined time set in advance and switched to traveling by only the first electric motor 8).

  Details of the control of the controller U will be described with reference to the flowcharts of FIGS. In the following description, Q indicates a step. First, at Q11 in FIG. 3 as the main flowchart, it is determined whether or not the accelerator is OFF (whether or not the accelerator opening is 0). When YES is determined in Q11, this is a time when regeneration is performed. In this case, first in Q12, the engine 1 is stopped. Thereafter, in Q13, the release hydraulic pressure is supplied to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q14, regeneration by the second electric motor 8 is executed. In Q14, since the engine 1 and the first electric motor 8 are cut off, the regenerative amount in the second electric motor 8 is increased so that the regenerative energy is further recovered by the drag resistance of the engine 1.

  After Q14, it is determined in Q15 whether or not the vehicle has stopped. If YES in Q15, the hydraulic pressure supplied from the clutch release means 20 to the hydraulic cylinder 36 is released in Q16 and the clutch 3 is returned to the engaged state, and then the routine returns. If the determination in Q15 is NO, the process returns without passing through Q16.

  If NO in Q11, the routine proceeds to Q17, where the hydraulic pressure in the hydraulic cylinder 36 is released (engagement of the clutch 3). Thereafter, at Q18, it is determined whether or not the charged amount of the battery 40 is larger than a predetermined value. The predetermined value in Q18 is sufficiently small (for example, the charged amount is 10%). If YES in Q18, it is determined in Q19 whether or not the current vehicle operating state determined from the vehicle speed and the accelerator opening is the motor travel region (engine travel region and motor travel region). Is stored in the storage means of the controller U as a map having the accelerator opening and the vehicle speed as parameters). If YES in Q19, the engine 1 is stopped in Q20. Thereafter, in Q21, the release hydraulic pressure is supplied from the clutch release means 20 to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q22, traveling by the first electric motor 8 is executed as described later (drive and regeneration).

  If NO in Q18 or NO in Q19, the engine 1 travels in Q23 (the first electric motor 8 is not driven but regeneration is performed).

  Details of Q22 are shown in FIG. In FIG. 4, first, charge control to be described later is executed in Q31. Thereafter, in Q32, it is determined whether or not the automatic mode is selected by reading the operation state of the switch S7. When the determination in Q32 is YES, in Q33, the drive control of the electric motor 8 is performed without executing the control for learning the appropriate operation of the clutch pedal 10 or the like at the start (in the embodiment, the accelerator opening and The electric motor 8 is driven so that the driving torque is set with the vehicle speed as a parameter).

  If the determination in Q32 is NO, it is determined in Q34 whether or not the vehicle is starting. If the determination in Q34 is NO, the process proceeds to Q33. If YES in Q34, the drive control of the electric motor 8 is performed in Q35 with control for learning (promoting) appropriate operation of the clutch pedal 10 and the like at the start as described later. Is called.

  Details of Q31 are shown in FIG. In Q1 of FIG. 5, by reading the signal from the sensor 4, it is determined whether or not the charged amount of the battery 40 is equal to or less than a predetermined value. When the determination of Q1 is NO, the process proceeds to Q2 and the engine 1 is kept stopped. The predetermined value in Q1 is set to a value larger than the predetermined value that is the determination threshold value in Q18 of FIG. 3 (for example, the storage amount is 30%).

  If YES in Q1, the signal from the switch S5 is read in Q3 to determine whether or not the manual transmission 4 is in a non-neutral state. If YES in Q3, the hydraulic pressure is supplied to the hydraulic cylinder 36 by controlling the linear solenoid valve 25 in Q4, and the clutch 3 is turned off, that is, the engagement is released. Thereafter, in Q5, the second electric motor 2 is driven to start the engine 1, and in Q6, the second electric motor 2 is caused to generate electric power, and the generated electric power is charged in the battery 40. Since the clutch 3 is released when the second motor 2 is charged, the engine 1 does not receive the resistance of the manual transmission 4 and does not depend on the operating state of the first motor 8. 2 can be driven appropriately (efficient charging). If the determination in Q3 is NO, the process proceeds to Q5 without passing through Q4.

  Details of Q35 in FIG. 4 are shown in FIGS. FIG. 6 determines the basic drive torque of the electric motor 8 at the time of starting. First, at Q41, the clutch pedal operation amount, the accelerator opening, and the current gear position are read. Next, in Q42, based on the value read in Q41, the rotation speed and generated torque of the engine 1 when the engine 1 is operated (the first electric motor 8 is not driven) are calculated (estimated). ) Thereafter, in Q43, the gear ratio corresponding to the gear position is converted, and the driving force and the rotational speed of the propeller shaft 5 (the output shaft of the manual transmission 4) are calculated. Thereafter, in Q44, drive of the electric motor 8 is controlled so that the driving force and the rotational speed calculated in Q43 are obtained.

  After Q44, the process shifts to Q51 in FIG. 7. This FIG. 7 gives the driver a change in the driving torque by the electric motor 8 when the operation of the clutch pedal 10 or the like at the start is inappropriate. This is a control for prompting (learning) an appropriate operation. First, at Q51, the vehicle speed VS, the shift position (selected gear stage) SP, and the clutch pedal operation amount (depression amount) CL are read as the accelerator opening ACC.

  After Q51, at Q52, the standard clutch pedal depression amount CLR at the time of starting with respect to the vehicle speed VS is read from the map shown in FIG. Thereafter, in Q53, a deviation ΔCL obtained by subtracting the CLR read in Q52 from the current clutch pedal depression amount CL is calculated.

  After Q53, at Q54, the standard accelerator opening degree ACCR at the start with respect to the vehicle speed VS is read from the map shown in FIG. Thereafter, in Q55, a deviation ΔACC obtained by subtracting the ACCR read in Q54 from the current accelerator opening ACC is calculated.

  After Q55, at Q56, the vibration level SG is calculated based on the deviations ΔCL and ΔACC according to the formula shown here. In the formula shown in Q56, A and B are control constants. Thereafter, in Q57, the driving force executed in Q44 of FIG. 6 is changed according to the vibration level SG. The vibration level SG may be the fluctuation torque value itself, but is preferably a fluctuation ratio (fluctuation ratio with respect to the driving force at Q44) (for example, set to an upper and lower limit range of about 5 to 8%). The frequency of the variable torque is preferably set to be the same as the frequency when the engine 1 is driven (determined by the number of cylinders and the engine speed).

  As is clear from the above description, torque fluctuation is generated in both cases where the actual clutch pedal depression amount is larger or smaller than the standard clutch pedal depression amount at the time of starting. Similarly, torque fluctuation is generated when the actual accelerator opening is larger or smaller than the standard accelerator opening at the time of start. The torque fluctuation is increased as the accelerator is increased more rapidly and as the clutch is engaged more rapidly. By giving such torque fluctuations, the driver is prompted to select an appropriate clutch pedal operation, an accelerator, and an appropriate gear position (learning). As a result, even when the battery 40 has a small amount of charge and the vehicle is starting, when the vehicle is started by driving the engine 1, the clutch pedal operation and the accelerator operation are appropriately performed, and an appropriate shift stage is selected. It is possible to start smoothly. Note that when the automatic mode is selected by the switch S7, the control for giving the variable torque shown in FIG. 7 is not executed.

  FIG. 10 shows a time chart from the state in which the vehicle is stopped until the vehicle is stopped and then stopped again. First, before the time point t1, the vehicle speed is 0 and the vehicle is stopped. At this time, the clutch 3 is automatically disengaged by the clutch release means 20.

  At time t1, the accelerator is depressed, and the accelerator opening is increased until time t3 after time t2. At time t1 when the accelerator is stepped on, the first electric motor 8 is driven, and traveling by only the first electric motor 8 is started (start). Immediately before the time t1, the driver fastens the clutch pedal 10 from the depressed state (engaged release state) in the same manner as when shifting the manual transmission 4 to start traveling. However, the magnitude of the drive torque of the first electric motor 8 is adjusted according to the half-clutch state (meet state) of the clutch 3 and the accelerator opening. However, it is preferable to start the vehicle according to the driver's intention (the control at the time of starting can be executed even when the automatic mode is selected, but the torque fluctuation is not controlled in the automatic mode). .

  Between the time point t2 and the time point t3, the accelerator opening is larger than the predetermined opening, and a traveling region by the engine 1 alone is set. Immediately before this time t2, the first electric motor 2 is driven and the engine 1 is started (the clutch 3 remains automatically released). Until the time point t3, the driving of the first electric motor 8 is stopped, while the automatic release of the engagement by the clutch release means is released, and the clutch 3 is engaged (engaged according to the operation of the clutch pedal 10). And a region where switching between fastening and release is executed). In addition, when shifting to the traveling by the engine 1 alone, the shift to the traveling by the engine 1 only is performed after the rotation of the engine 1 is synchronized with the vehicle speed.

  At time t3, the accelerator opening is decreased and the motor travel region is reached. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is released, and the first electric motor is released. 8 is driven.

  At time t4, the accelerator opening is set to 0 although the vehicle is traveling. At this time, regeneration by the first electric motor 8 is executed.

  At time t5, the accelerator is greatly depressed and the acceleration request is detected. At this time, the first electric motor 8 is driven in a state where the clutch 3 is disengaged and released by the clutch release means 20, while the engine 1 is started by the second electric motor 2. At the time t6 when the start of the engine 1 is completed, the operation of the clutch release means 20 is stopped (the clutch 3 is engaged), and a transition to running by the engine 1 is made.

  The accelerator opening is increased from time t6 to time t7, and accordingly, the rotation of the engine 1 is also increased, and the vehicle speed is increased.

  At time t7, sudden deceleration is performed with the accelerator opening being zero. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is automatically engaged and released, and regeneration by the first electric motor 8 is executed. At time t9, the vehicle speed is zero and the vehicle is stopped. At time t8 before that, the clutch pedal 10 is depressed by a manual operation by the driver, and the clutch 3 is released (first motor 8). Regeneration by is continued). At time t9 when the vehicle is stopped, regeneration by the first electric motor 8 is stopped, and the release of the clutch 3 by the clutch release means 20 is continued.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The first electric motor 8 is not limited to being directly connected to the drive path of the engine 1, but may be connected to the drive path of the engine 1 via a clutch, for example, or connected to the drive path of the engine 1.

  In the embodiment, the driving region is set so that the driving is performed only by the motor in the low load / low vehicle speed region, and the driving is performed only by the engine 1 in the other regions. It can be done. For example, it can be set to execute driving by both the engine 1 and the first electric motor 8 when the load is high, or can be set to execute driving by the engine 1 and the electric motors 2 and 8 when the load is further high. . Further, at the time of acceleration at the time of driving by only the engine 1, it can be set to perform driving assistance by the second electric motor 2 instead of or in addition to driving assistance by the first electric motor 8.

  The clutch release means 20 is not limited to a hydraulic type, and may be an electromagnetic type. In this case, for example, the clutch 3 may be released by using a pressing force or a tensile force by an electromagnetic actuator. Further, instead of the linear solenoid valve 25, an ON / OFF valve may be used. When the first electric motor 8 is in operation (during driving or regeneration), the clutch release means 20 may automatically release and release the clutch 3 even if the manual transmission 4 is in the neutral state. It is preferable to prevent the clutch release means 20 from operating as much as possible (further improvement in fuel consumption). Further, the clutch solving means 20 may not be provided. In FIG. 3, when it is determined that the determination at Q11 is when the vehicle is stopped (for example, the vehicle speed is 0 and the accelerator opening is 0 or the brake operation is performed), the process proceeds to Q17 when it is determined that the vehicle is not stopped. (Regenerative control may be executed when deceleration is detected during control in Q23 or Q22). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is an overall system diagram showing an embodiment of the present invention. The principal part systematic diagram which shows a clutch relevant part with an example of a clutch release means. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The time chart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The figure which shows an example of the map used for the example of control of this invention. The figure which shows an example of the map used for the example of control of this invention. The time chart which shows the example of control of this invention.

Explanation of symbols

1: Engine 2: Second electric motor 3: Clutch 4: Manual transmission 4a: Change lever 5: Propeller shaft 7L, 7R: Drive wheel 8: First electric motor 20: Clutch release means 40: Battery U: Controller S1: Sensor ( Accelerator opening)
S2: Sensor (vehicle speed)
S3: Sensor (charged amount)
S5: Switch (shift stage)

Claims (5)

A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
When starting with the electric motor in a state where the engine is stopped, the driving torque by the engine when it is assumed that the engine starts based on the operation amount of the clutch pedal, the accelerator opening degree, and the gear position. Control means for calculating and controlling the electric motor with the calculated drive torque;
A vehicle drive control device comprising: In claim 1,
The control means is configured to rotate the engine based on an operation amount of the clutch pedal and an accelerator opening when calculating a driving torque of the engine when starting with the electric motor while the engine is stopped. A drive control device for a vehicle, wherein the number and the generated torque are calculated, and the drive torque and the rotation speed of the electric motor are determined in consideration of the calculated rotation speed and the generated torque. In claim 1 or claim 2,
The control means applies a torque fluctuation to the driving torque of the electric motor when a sudden acceleration opening operation is performed when the electric motor starts with the engine stopped. A drive control device for a vehicle, characterized in that it is set. In any one of Claims 1 thru | or 3,
The control means applies a torque fluctuation to the driving torque of the electric motor when a sudden engagement operation of the clutch pedal is performed when the electric motor starts with the engine stopped. A drive control device for a vehicle, characterized in that it is set. A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
A vehicle drive control method comprising:
When starting with the electric motor while the engine is stopped, the driving torque of the wheels by the engine when starting with the engine is calculated based on the operation amount of the clutch pedal, the accelerator opening, and the gear position. Driving the electric motor with the calculated drive torque,
A vehicle drive control method.

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