JP2011183847A - Control apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deviations in deceleration, before and after the switching of a traveling mode in case of switching a current traveling mode to an EV traveling mode. <P>SOLUTION: A control apparatus of a vehicle is provided with an engine 10; a motor/generator 20; and a manual transmission 30 for transmitting the power of the engine 10 and/or the motor/generator 20 to driving wheel WR and WL sides, and is configured to switch an engine traveling mode, by using the power of the engine 10 and an EV traveling mode using the power of the motor/generator 20 and a hybrid traveling mode by using the powers of both the engine 10 and the motor/generator 20 for making the vehicle travel. When a current traveling mode is switched to an EV traveling mode, the object quantity for the regeneration of the motor/generator 20, after the switching of the traveling mode, are set based on the transmission gear ratio of the manual transmission 30, before the switching of the traveling mode. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention includes a mechanical power source powered by mechanical energy and an electrical power source powered by mechanical energy converted from electrical energy, and includes an engine traveling mode using the mechanical power source and an EV using the electrical power source. The present invention relates to a control device for a vehicle capable of traveling by switching between a traveling mode and a hybrid traveling mode using a mechanical power source and an electric power source.

  Conventionally, an engine travel mode that travels only with the power of a mechanical power source, an EV travel mode that travels only with the power of an electric power source, and a hybrid travel mode that travels with the power of both the mechanical power source and the electric power source, Vehicles having are known. For example, the following Patent Document 1 describes a pseudo engine brake feeling by increasing the target regeneration amount as the speed of the transmission is lower when the driver requests deceleration and when the fuel is cut to the engine. Is disclosed. The following Patent Document 2 discloses a technique for performing regenerative control of a motor so that a clutch is disengaged at the time of deceleration and a load corresponding to an engine brake is assumed when the clutch is connected. Yes.

JP 2005-102365 A Japanese Patent Laid-Open No. 11-164403

  However, in the technique described in Patent Document 1, since the target regeneration amount is set in accordance with the gear stage after the shift, the vehicle deceleration at the gear stage before the gear shift and the vehicle deceleration at the gear stage after the gear shift. There is a risk that the driver will feel uncomfortable. Such a shift in deceleration also appears when the driving mode is switched.

  SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle control device that improves the inconveniences of the conventional example, suppresses a shift in deceleration before and after driving mode switching, and does not give the driver a sense of incongruity.

  In order to achieve the above object, the present invention provides a mechanical power source that generates mechanical driving force using mechanical energy, an electric power source that generates mechanical driving force using mechanical energy converted from electric energy, and the machine And a transmission that transmits the power of the power source and / or the power of the electric power source to the drive wheels, and an engine travel mode that uses the power of the mechanical power source and an EV travel mode that uses the power of the electric power source And a hybrid vehicle driving mode that uses the power of both the mechanical power source and the electric power source to switch to the EV driving mode when switching to the EV driving mode, A target regeneration amount in the electric power source after switching the travel mode is set based on a transmission gear ratio.

  Here, when setting the target regeneration amount, it is desirable to set the target regeneration amount so as to obtain a regenerative braking force corresponding to engine braking at the transmission gear ratio before the travel mode switching.

  In addition, when switching to the EV travel mode is requested while the vehicle is stopped, the target regeneration amount is set so as to obtain a regenerative braking force corresponding to an engine brake at a gear ratio on the low speed stage side of the transmission. Is desirable.

  Further, when the transmission gear ratio before the travel mode switching is on the high speed side, it is desirable to reduce the target regeneration amount or prohibit the regeneration control of the electric power source.

  The transmission is a manual transmission that can be switched by a driver's manual operation to select a transmission ratio of the transmission when traveling in the engine traveling mode or the hybrid traveling mode. It is desirable to provide a shift operation device having a shift position and an EV travel mode selection position for switching to the EV travel mode.

  The vehicle control device according to the present invention sets the target regeneration amount in the electric power source after the travel mode switching based on the transmission gear ratio before the travel mode switch to the EV travel mode. The difference in deceleration before and after can be reduced, and the driver's uncomfortable feeling before and after switching the driving mode can be alleviated. In particular, this control device sets the target regeneration amount so as to obtain a regenerative braking force equivalent to engine braking at the transmission gear ratio before the switching of the traveling mode, thereby reducing the difference in deceleration before and after the switching of the traveling mode. This eliminates the driver's uncomfortable feeling before and after switching the driving mode.

FIG. 1 is a diagram illustrating an example of a hybrid vehicle to which a vehicle control device according to the present invention is applied. FIG. 2 is a diagram illustrating an example of the speed change operation device and the EV travel mode switching device when the neutral state is selected. FIG. 3 is a diagram illustrating an example of the shift operation device and the EV travel mode switching device when the EV travel mode is selected. FIG. 4 is a flowchart showing the setting operation of the target regeneration amount when switching to the EV traveling mode. FIG. 5 is an example of a target regeneration amount map. FIG. 6 is a diagram for explaining the relationship between deceleration during inertia traveling and deceleration due to engine braking at each gear ratio (each gear stage). FIG. 7 is a flowchart of another form showing the setting operation of the target regeneration amount when switching to the EV traveling mode. FIG. 8 is a flowchart of another embodiment showing the setting operation of the target regeneration amount when switching to the EV traveling mode. FIG. 9 is another example of the target regeneration amount map.

  Embodiments of a vehicle control apparatus according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle control apparatus according to the present invention will be described with reference to FIGS.

  The vehicle to which the control device according to the present invention is applied includes a mechanical power source powered by mechanical energy and an electrical power source powered by mechanical energy converted from electrical energy, and uses only the power of the mechanical power source. A hybrid vehicle capable of switching between an engine running mode, an EV running mode using only the power of the electric power source, and a hybrid running mode using the power of both the mechanical power source and the electric power source. is there.

  First, an example of this hybrid vehicle will be described with reference to FIG. Reference numeral 1 in FIG. 1 indicates a hybrid vehicle of the present embodiment.

  The hybrid vehicle 1 includes an engine 10 that outputs mechanical power (engine torque) from an output shaft (crankshaft) 11 as a mechanical power source. The engine 10 may be an internal combustion engine, an external combustion engine, or the like. The operation of the engine 10 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 101.

  Further, the hybrid vehicle 1 includes a motor, a generator capable of powering driving, or a motor / generator capable of driving both powering and regeneration as an electric power source. Here, the motor / generator 20 will be described as an example. The motor / generator 20 is configured, for example, as a permanent magnet AC synchronous motor, and its operation is controlled by a motor / generator electronic control device (hereinafter referred to as “motor / generator ECU”) 102. . During power running, it functions as a motor (electric motor), converts electrical energy supplied via the secondary battery 25 and the inverter 26 into mechanical energy, and outputs mechanical power (motor power running torque) from the rotating shaft 21. To do. On the other hand, at the time of regenerative driving, it functions as a generator (generator) and converts mechanical energy into electrical energy when mechanical power (motor regenerative torque) is input from the rotary shaft 21, and power is supplied via the inverter 26. Is stored in the secondary battery 25.

  The hybrid vehicle 1 is provided with a battery monitoring unit 27 that detects a state of charge (SOC) of the secondary battery 25. The battery monitoring unit 27 transmits to the motor / generator ECU 102 a signal related to the detected state of charge of the secondary battery 25 (in other words, a signal related to the amount of state of charge (SOC amount)). The motor / generator ECU 102 determines the charging state of the secondary battery 25 based on the signal, and determines whether or not the secondary battery 25 needs to be charged.

  The hybrid vehicle 1 includes a power transmission device including a stepped manual transmission 30 and the like. The power transmission device transmits the power of the engine 10 and the motor / generator 20 (engine torque and motor power running torque) to the driving wheels WL and WR as a driving force.

  The manual transmission 30 includes an input shaft 41 to which engine torque is input, an output shaft 42 that is disposed in parallel to the input shaft 41 at an interval and outputs torque to the drive wheels WL and WR, Is provided.

  Engine torque is input to the input shaft 41 via the clutch 50. The clutch 50 is in an engaged state in which the output shaft 11 and the input shaft 41 of the engine 10 are engaged, and in a released state (not engaged) in which the output shaft 11 and the input shaft 41 are released (not engaged) from the engaged state. For example, a friction clutch device configured to be able to switch between the engaged state and the engaged state. The engaged state referred to here is a state where torque can be transmitted between the output shaft 11 and the input shaft 41, and the released state (non-engaged state) refers to the output shaft 11 and This is a state where torque cannot be transmitted to the input shaft 41. In the clutch 50, the switching operation between the engaged state and the released state is mechanically performed through a link mechanism, a wire, or the like according to the operation of the clutch pedal 51 by the driver.

  In this embodiment, the motor / generator 20 is connected to the output shaft 42 via a gear pair 60 as an EV gear. The gear pair 60 includes a first gear 61 and a second gear 62 that are in mesh with each other. The first gear 61 is attached so as to rotate integrally with the rotating shaft 21 of the motor / generator 20. On the other hand, the second gear 62 has a larger diameter than the first gear 61 and is attached to the output shaft 42 of the manual transmission 30 so as to rotate integrally. As a result, the gear pair 60 operates as a reduction gear when torque is input from the rotating shaft 21 side of the motor / generator 20, while rotating torque is input from the output shaft 42 side of the manual transmission 30. Operates as a speed increasing device. Accordingly, when the motor / generator 20 is driven by power running, the motor power running torque is transmitted to the manual transmission 30 via the gear pair 60 functioning as a reduction gear. In contrast, when the motor / generator 20 is regeneratively driven, the output torque from the output shaft 42 of the manual transmission 30 is transmitted to the rotor of the motor / generator 20 via the gear pair 60 that functions as a speed increasing device. Is done. Here, the gear pair 60 is in any position on the shift gauge 81b, that is, a shift lever 81a, which will be described later, that is, in the shift positions 1 to 5, R, the EV travel mode selection position EV, or the neutral position. Assume that they are engaged.

  Further, the manual transmission 30 exemplified here has five forward speeds and one reverse speed, and the first speed gear stage 31, the second speed gear stage 32, the second speed stage as the forward speed stages. A third gear stage 33, a fourth gear stage 34, and a fifth gear stage 35 are provided, and a reverse gear stage 39 is provided as a reverse gear stage. The forward shift speed is configured such that the gear ratio decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, the fourth speed gear stage 34, and the fifth speed gear stage 35. is doing. Note that the manual transmission 30 in FIG. 1 is a simple description of the configuration, and the arrangement of each gear stage is not necessarily in the form of FIG.

  In the power transmission device of the present embodiment, the engine torque input to the input shaft 41 is set to any one of the gear positions (gear stages 31 to 35, 39) by engaging the clutch 50. And is transmitted to the output shaft 42. In this power transmission device, the motor power running torque is transmitted to the output shaft 42 via the gear pair 60. In this power transmission device, the torque output from the output shaft 42 is decelerated by the final reduction mechanism 71 and transmitted to the driving wheels WL and WR as a driving force via the differential mechanism 72.

  Here, the first speed gear stage 31 is constituted by a gear pair of a first speed drive gear 31a and a first speed driven gear 31b that are in mesh with each other. The first speed drive gear 31 a is disposed on the input shaft 41, while the first speed driven gear 31 b is disposed on the output shaft 42. The second speed gear stage 32 to the fifth speed gear stage 35 are also the same as the first speed gear stage 31 in the second speed drive gear 32a to the fifth speed drive gear 35a and the second speed driven gear 32b to the fifth speed driven. A gear 35b is provided.

  On the other hand, the reverse gear stage 39 includes a reverse drive gear 39a, a reverse driven gear 39b, and a reverse intermediate gear 39c. The reverse drive gear 39 a is disposed on the input shaft 41, and the reverse driven gear 39 b is disposed on the output shaft 42. The reverse intermediate gear 39c is in mesh with the reverse drive gear 39a and the reverse driven gear 39b, and is disposed on the rotation shaft 43.

  In the configuration of the manual transmission 30, one of the drive gears of each gear stage is disposed so as to rotate integrally with the input shaft 41, while the remaining drive gear is relative to the input shaft 41. Are arranged to rotate relative to each other. In addition, the driven gear of each shift stage is arranged so that any one of them is rotated integrally with the output shaft 42, while the rest is arranged so as to rotate relative to the output shaft 42. The

  The input shaft 41 and the output shaft 42 are provided with sleeves (not shown) that move in the axial direction in accordance with the driver's speed change operation. The sleeve on the input shaft 41 is disposed between the drive gears of the two shift stages that can rotate relative to the input shaft 41. On the other hand, the sleeve on the output shaft 42 is disposed between the driven gears of the two gears that can rotate relative to the output shaft 42. The sleeve moves in the axial direction via a link mechanism or a fork (not shown) connected to the speed change operation device 81 when the driver operates the speed change operation device 81. Then, the moved sleeve rotates the drive gear and the driven gear, which can be relatively rotated, located in the moved direction, together with the input shaft 41 and the output shaft 42. In the manual transmission 30, the sleeve moves in a direction corresponding to the speed change operation of the driver's speed change operation device 81, thereby switching to a gear position according to the speed change operation or a neutral state (that is, the input shaft 41. And a state in which torque cannot be transmitted between the output shaft 42 and the output shaft 42).

  As shown in FIG. 2, the shift operation device 81 includes a shift lever 81a used when the driver performs a shift operation, a so-called shift gauge 81b for guiding the shift lever 81a for each shift stage, the link mechanism, It has a fork. FIG. 2 shows the position of the shift lever 81a when the manual transmission 30 is operated to the neutral state. Note that “1-5” and “R” on the shift gauge 81b in FIG. 2 indicate the shift positions (select positions) of the first gear stage 31 to the fifth gear stage 35 and the reverse gear stage 39, respectively. Show.

  In the hybrid vehicle 1, at least an engine travel mode, an EV travel mode, and a hybrid travel mode are prepared as travel modes.

  In the hybrid vehicle 1, the engine travel mode or the hybrid travel mode is selected when the shift lever 81a is located at any one of the shift positions 1 to 5 and R on the shift gauge 81b.

  On the other hand, the hybrid vehicle 1 uses an EV travel mode switching device that is operated by the driver when the EV travel mode is selected. Here, the shift operation device 81 is provided with the function as the EV traveling mode switching device. That is, the shift operation device 81 of the present embodiment not only allows the driver to switch the gear position of the manual transmission 30, but also functions as an EV travel mode switching device when the driver switches to the EV travel mode. Yes. For example, this shift operation device 81 is provided with an EV travel mode selection position EV on the shift gauge 81b, which is the select position of the shift lever 81a similar to the shift positions 1 to 5 and R, and for switching to the EV travel mode. Yes. In the hybrid vehicle 1 of the present embodiment, when the shift lever 81a is operated to the EV travel mode selection position EV as shown in FIG. 3, the manual transmission 30 is in a neutral state by a sleeve or the like, and the travel mode is EV travel mode is set.

  The shift operation device 81 is provided with an EV travel mode selection position detector 82 that detects whether or not the shift lever 81a is located at the EV travel mode selection position EV. The EV travel mode selection position detector 82 is, for example, a position information detection sensor that can detect that the shift lever 81a is at the EV travel mode selection position EV as shown in FIG. The detection signal of the EV traveling mode selection position detection unit 82 is transmitted to an electronic control unit (hereinafter referred to as “hybrid ECU”) 100 that comprehensively controls the operation of the entire vehicle.

  The hybrid ECU 100 can exchange information such as detection signals of various sensors and control commands between the engine ECU 101 and the motor / generator ECU 102. In this embodiment, at least the hybrid ECU 100, the engine ECU 101, and the motor / generator ECU 102 are constituent requirements of the vehicle control device.

  Further, the shift operation device 81 detects which shift positions 1 to 5 and R of the shift lever 81a are on the shift gauge 81b, that is, which shift stage the driver has selected. Part 83 is provided. The shift position detection unit 83 may use, for example, a position information detection sensor that can detect which shift positions 1 to 5 and R the shift lever 81a is at. The detection signal is sent to the hybrid ECU 100. The hybrid ECU 100 determines the speed selected by the driver and the current speed based on the detection signal. Here, for the sake of convenience, the shift position detection unit 83 is illustrated as being different from the EV travel mode selection position detection unit 82, but these are replaced with a shift lever position detection unit (not shown) integrated into one. May be. Here, the hybrid ECU 100 may estimate the current shift speed from the engine torque, the wheel speed, or the like using a known technique known in this technical field.

  When the shift lever 81a is operated to the shift positions 1 to 5 and R, the hybrid ECU 100 selects either the engine travel mode or the hybrid travel mode. For example, the hybrid ECU 100 includes a set driver's drive request (required driving force), information on the state of charge of the secondary battery 25 (SOC amount) sent from the motor / generator ECU 102, and information on the vehicle running state (illustrated). On the basis of the vehicle lateral acceleration detected by the vehicle lateral acceleration detection device and information on the slip state of the drive wheels WL and WR detected by the wheel slip detection device), the engine travel mode and the hybrid travel mode are switched.

  When the engine running mode is selected, the hybrid ECU 100 sends a control command to the engine ECU 101 and the motor / generator ECU 102 so as to generate the required driving force only with the engine torque. In this case, as a control command to the engine ECU 101, for example, information on the engine torque that satisfies the required driving force at the current shift stage or the shift stage after the shift operation is transmitted. As a result, the engine ECU 101 controls the fuel injection amount of the engine 10 so as to generate the engine torque. On the other hand, a control command is sent to the motor / generator ECU 102 so that the motor / generator 20 does not operate as a motor or a generator.

  On the other hand, when the hybrid travel mode is selected, the hybrid ECU 100 causes the engine ECU 101 and the motor / generator ECU 102 to generate the required driving force based on the engine torque and the output of the motor / generator 20 as a motor or a generator. Send a control command. In this case, when both the engine torque and the motor power running torque are used, as a control command to the engine ECU 101 and the motor / generator ECU 102, for example, an engine torque that satisfies the required driving force at the current shift stage or the shift stage after the shift operation. And motor power running torque information is transmitted to each. Thereby, the engine ECU 101 controls the engine 10 so as to generate the engine torque, and the motor / generator ECU 102 controls the power supply amount to the motor / generator 20 so as to generate the motor power running torque. When the motor / generator 20 performs power regeneration, a control command is sent to the motor / generator ECU 102 to operate the motor / generator 20 as a generator. At that time, for example, information on the engine torque increased by the amount of the motor regeneration torque is sent to the engine ECU 101.

  When the shift lever 81a is operated to the EV travel mode selection position EV, the hybrid ECU 100 sends a control command to the engine ECU 101 and the motor / generator ECU 102 so that the required driving force is generated only by the motor power running torque. In this case, information on the motor power running torque that satisfies the required driving force is transmitted as a control command to the motor / generator ECU 102. If the engine 10 is operating when the manual transmission 30 is in the neutral state, the fuel efficiency is deteriorated. Therefore, a control command for stopping the operation of the engine 10 is sent to the engine ECU 101 in order to improve the fuel efficiency. Further, in this EV travel mode, control is performed so that regenerative braking can be performed on the motor / generator ECU 102 when the driver removes his or her foot from the accelerator pedal 91 or when a request for deceleration of the hybrid vehicle 1 is made by a brake operation or the like. A command may be sent.

  In the hybrid vehicle 1 of the present embodiment, the switching between the engine travel mode or the hybrid travel mode and the EV travel mode is executed in response to the operation of the clutch 50 and the operation of the speed change operation device 81 by the driver. When the driver switches from the engine travel mode or the hybrid travel mode to the EV travel mode, the driver releases the clutch 50, operates the shift lever 81a from the shift position 1-5 to the EV travel mode selection position EV, and engages the clutch 50. Combine operations in sequence. At this time, the detection signal received by the hybrid ECU 100 changes from the detection signal of the shift position detection unit 83 to the detection signal of the EV travel mode selection position detection unit 82. On the other hand, when switching from the EV travel mode to the engine travel mode or the hybrid travel mode, the clutch 50 is disengaged, the EV travel mode selection position EV is operated to the shift position 1-5 of the shift lever 81a, and the clutch 50 is engaged. Joint operations are performed in order. At this time, the detection signal received by the hybrid ECU 100 changes from the detection signal of the EV travel mode selection position detection unit 82 to the detection signal of the shift position detection unit 83.

  By the way, when switching from the engine travel mode or the hybrid travel mode to the EV travel mode, the deceleration operation (including the operation of releasing the foot from the accelerator pedal 91 as well as the brake operation) is performed before the travel mode switching. The braking force by the engine brake at the gear ratio (shift stage) of the manual transmission 30 is applied to the hybrid vehicle 1, and a deceleration accompanying the braking force is generated. On the other hand, after the traveling mode is switched, a deceleration operation is performed, whereby a regenerative braking force corresponding to the regenerative amount (regenerative torque) of the motor / generator 20 and the gear ratio of the gear pair 60 is applied to the hybrid vehicle 1. The deceleration accompanying the regenerative braking force is generated. In this case, for example, if a target regeneration amount (target regeneration torque) of the motor / generator 20 is set in advance so as to obtain a regenerative braking force corresponding to a certain engine brake, the deceleration is reduced before the travel mode is switched. There is a possibility of deviation from the deceleration. The shift in deceleration before and after the switching of the driving mode may give the driver a feeling of strangeness.

  Therefore, the control device of the present embodiment is configured so as to suppress a shift in deceleration before and after the switching of the traveling mode when switching to the EV traveling mode and not give the driver a sense of incongruity.

  In this control device, when switching to the EV travel mode, the target regeneration amount (target regeneration torque) of the motor / generator 20 after the travel mode is switched based on the gear ratio (speed stage) of the manual transmission 30 before the travel mode is switched. ) To suppress the shift in deceleration before and after switching the travel mode. Specifically, at the time of the setting, the target regeneration amount is set so that the regenerative braking force by the motor / generator 20 becomes the braking force by the engine brake at the gear ratio (speed stage) before the traveling mode is switched.

  Below, the setting operation | movement of the target regeneration amount (target regeneration torque) of the motor / generator 20 at the time of switching to EV driving mode is demonstrated based on the flowchart of FIG.

  First, the hybrid ECU 100 determines which select position the shift lever 81a is operated (step ST5). This determination is made based on detection signals from the EV travel mode selection position detection unit 82 and the shift position detection unit 83. If the selected position is one of the shift positions 1 to 5, hybrid ECU 100 stores the shift position in a storage device (not shown) as a shift history (step ST10).

  The hybrid ECU 100 detects the detection signal of the vehicle speed detection device 95 (vehicle speed sensor, wheel speed sensor, etc.) after determining that the selection position is the EV travel mode selection position EV in step ST5 or holding the shift history in step ST10. Based on this, it is determined whether or not the vehicle is stopped (step ST15).

  Here, if the determination result is that the vehicle is stopped, hybrid ECU 100 deletes the shift history in the storage device (step ST20). When the shift lever 81a is operated to the EV travel mode selection position EV or the shift positions 1 to 5 while the vehicle is stopped, the next movement of the hybrid vehicle 1 is likely to be a start operation. Also, assuming that the shift history remains when the hybrid vehicle 1 starts, when the deceleration operation is performed after the start, the target regeneration amount is set based on the information of the shift history. For example, if it is related to the high speed side, there is a possibility of giving the driver a sense of incongruity due to insufficient deceleration. For this reason, in this case, if the shift history remains in the storage device, it is deleted.

  After determining that the vehicle is not stopped in step ST15 or deleting the shift history in step ST20, the hybrid ECU 100 determines again to which select position the shift lever 81a is operated (step ST25).

  When it is determined in step ST25 that the select position is any one of the shift positions 1 to 5, the hybrid ECU 100 ends the calculation processing operation. The driver's discomfort described above occurs when the switching operation to the EV traveling mode and the deceleration operation are performed at substantially the same time. For this reason, if the select position is any one of the shift positions 1 to 5, the hybrid ECU 100 determines that the driver does not feel uncomfortable as described above, and terminates the calculation processing operation. . This situation corresponds to the case where the selection position has been operated to any one of the shift positions 1 to 5 since the determination in step ST5, and the EV travel mode selection position EV in the determination in step ST5. This is a case where the determined select position is changed to any one of the shift positions 1-5.

  In the latter case, the hybrid ECU 100 selects the hybrid travel mode, and compares the regenerative braking force before switching the travel mode with the braking force due to engine braking at the shift speed after switching the travel mode. When the regenerative braking force before the travel mode switching is larger than the braking force by the engine brake, the motor / generator 20 compensates for the difference to obtain a braking force equivalent to the regenerative braking force before the travel mode switching. The target regeneration amount may be set. As a result, even in this case, it is possible to suppress the shift of the deceleration before and after the switching of the driving mode, and the driver does not have to feel uncomfortable.

  On the other hand, when it is determined in step ST25 that the select position is the EV travel mode selection position EV, the hybrid ECU 100 fully closes the accelerator pedal 91 based on the detection signal of the accelerator operation amount detection device 92 such as an accelerator opening sensor. Whether or not the vehicle is decelerating (step ST30). If the accelerator pedal 91 is not fully closed, the hybrid ECU 100 ends the present arithmetic processing operation.

  When it is determined in step ST30 that the accelerator pedal 91 is fully closed, the hybrid ECU 100 determines whether or not a shift history exists in the storage device (step ST35).

  If there is a shift history, hybrid ECU 100 sets a target regeneration amount corresponding to the gear ratio (speed stage) corresponding to the shift position of the shift history (step ST40). The target regenerative amount is a regenerative amount (regenerative torque) that generates a regenerative braking force having the same magnitude as the braking force by the engine brake at the gear ratio (speed stage). The hybrid ECU 100 obtains a target regeneration amount (target regeneration torque) from the target regeneration amount map shown in FIG. 5 using, for example, the shift history information and the current vehicle speed information.

  In the target regeneration amount map exemplified here, if the vehicle is traveling (V> 0), the target regeneration amount corresponding to the gear ratio (shift speed) is set for each gear ratio (shift speed), and the vehicle is stopped (V = 0), the target regeneration amount corresponding to the low speed gear ratio (here, the first speed) is set. Here, the target regeneration amount during traveling is not changed by the speed. Further, during traveling, the target regeneration amount is increased as the gear ratio (shift speed) corresponding to the shift position in the shift history is on the lower speed side. The target regeneration amount (target regeneration torque) in this target regeneration amount map is a gear ratio (shift stage) using at least the braking force by the engine brake, the gear ratio of the gear pair 60 as the EV gear, and the gear ratio of the final reduction mechanism 71. ) Ask every time. In the vehicle, a regenerative braking force having the same magnitude as the braking force is generated by regeneratively controlling the motor / generator 20 with the target regeneration amount (target regeneration torque) thus determined.

  Here, since the deceleration operation is performed at the time of setting the target regeneration amount, the hybrid ECU 100 sends a control command to the motor / generator ECU 102 so that the motor / generator 20 is regeneratively controlled with the target regeneration amount, Regenerative braking is executed (step ST45). As a result, in the hybrid vehicle 1, a regenerative braking force equivalent to the braking force by the engine brake at the gear ratio (shift stage) before the travel mode is switched works even after the travel mode is switched. Therefore, since there is no significant change in the deceleration before and after the traveling mode switching, this control device does not give the driver a sense of incongruity due to the difference in the deceleration when changing to the EV traveling mode.

  On the other hand, when it is determined in step ST35 that the shift history does not exist, hybrid ECU 100 determines again whether or not the vehicle is stopped (step ST50).

  If it is determined in step ST50 that the vehicle is not stopped, the hybrid ECU 100 determines, for example, that the EV traveling is continuously performed, and sets the target regeneration amount during the EV traveling in the EV traveling mode as usual. (Step ST55). For example, the target regeneration amount may be determined according to the vehicle speed. Since the deceleration operation is performed even when the target regenerative amount is set, the hybrid ECU 100 proceeds to step ST45 and executes regenerative braking with the target regenerative amount.

  On the other hand, when it is determined in step ST50 that the vehicle is stopped, the hybrid ECU 100 determines that the vehicle is starting in the EV travel mode, and sets a target regeneration amount corresponding to the low speed gear ratio (speed gear) ( Step ST60). The target regenerative amount is a regenerative amount (regenerative torque) that generates a regenerative braking force having the same magnitude as the braking force by the engine brake at the gear ratio on the low speed stage side. For example, the target regeneration amount corresponding to the first speed is set at the normal start in the EV travel mode, and the speed ratio at the start (at the second speed start, etc.) at the start of the snow mode or the like in the EV travel mode ( Set the target regeneration amount equivalent to the gear position. At the time of setting the target regeneration amount, the hybrid vehicle 1 is not yet started. Therefore, the regenerative braking based on the target regeneration amount is executed when a deceleration operation is performed at a low speed such as immediately after starting. For this reason, when this control device starts in the EV driving mode and then the driver performs a deceleration operation, the control device generates a deceleration due to the regenerative braking force of the same magnitude as when starting using the engine torque. Do not give the driver a sense of incongruity.

  As described above, according to the vehicle control apparatus of the present embodiment, the motor / generator after the travel mode is switched based on the gear ratio (speed stage) of the manual transmission 30 before the travel mode is switched to the EV travel mode. Since the target regeneration amount at 20 is set, the difference in deceleration before and after the travel mode switching can be reduced, and the driver's uncomfortable feeling before and after the travel mode switching can be alleviated. In particular, this control device sets the target regeneration amount so as to obtain a regenerative braking force corresponding to the engine brake at the gear ratio (shift speed) of the manual transmission 30 before the travel mode is switched, so that the EV travel is performed during the travel. Since the shift of the deceleration before and after the switching of the driving mode when switching to the mode can be suppressed, the driver does not feel uncomfortable when switching to the EV driving mode. In addition, this control device generates a deceleration equivalent to that at the start of the engine travel mode during deceleration operation after the start by setting a target regeneration amount having an appropriate magnitude even at the start of the EV travel mode. Therefore, the driver does not feel uncomfortable even when starting in the EV driving mode.

  Incidentally, the engine brake becomes smaller as the gear ratio (shift speed) of the manual transmission 30 becomes higher. For this reason, when the gear ratio (speed stage) is on the high speed side, the deceleration generated in the hybrid vehicle 1 is also reduced. The deceleration at that time (especially the deceleration at the smallest gear ratio) is during inertial running (so-called free run) in which there is no mechanical connection between the output shaft 11 of the engine 10 and the drive wheels WL, WR side. The magnitude is not so different from the deceleration of Fig. 6 (Fig. 6). Therefore, the driver does not feel a sense of incongruity due to the difference in deceleration even when the vehicle is shifted to coasting when the deceleration is generated by the engine brake with the speed ratio on the high speed side. The high-speed gear ratio referred to here is a small gear ratio that is equivalent to inertial driving in the engine driving mode and that generates a deceleration that does not give the driver a sense of incongruity during the above transition. is there. Therefore, when the gear ratio (shift speed) of the manual transmission 30 before the travel mode switching to the EV travel mode is on the high speed stage side, the driver is given a sense of incongruity that there is a shift in deceleration before and after the travel mode switching. Therefore, the hybrid vehicle 1 may be coasted on the control device of this embodiment.

  Here, when coasting, there is no mechanical connection between the output shaft 11 of the engine 10 and the drive wheels WL and WR, so it is preferable to stop the engine 10 in order to improve fuel efficiency. For this reason, the control apparatus of the present embodiment stops the engine 10 when performing inertial running. Furthermore, if regenerative braking is executed during inertial driving, the fuel efficiency at that time will improve, but the deceleration will increase by the amount of regeneration, so an accelerator operation will be performed to avoid a decrease in the vehicle speed too much. There is a possibility that the improvement of fuel consumption may be hindered. Therefore, the control device of this embodiment prohibits the regenerative control of the motor / generator 20 during inertial running.

  The setting operation of the target regeneration amount (target regeneration torque) by the control device at this time will be described based on the flowchart of FIG. In the following description, description of the same steps as those in the flowchart of FIG. 4 will be omitted, and differences from the flowchart will be described.

  When hybrid ECU 100 determines that a shift history exists in step ST35 after several steps common to the flowchart of FIG. 4, the gear ratio (shift speed) corresponding to the shift position of the shift history is high. It is determined whether or not the gear is on the stage side (for example, the fifth speed here) (step ST36).

  If it is determined that the speed is not on the high speed side (for example, 1st to 4th speeds), the process proceeds to step ST40, and a target regeneration amount corresponding to the speed ratio (speed stage) corresponding to the shift position of the shift history is set. To do.

  On the other hand, when determining that the speed is on the high speed side, hybrid ECU 100 sets the target regeneration amount (target regeneration torque) of motor / generator 20 to 0 and prohibits regeneration control by motor / generator 20 (step ST37). ). For example, as the target regeneration amount map at this time, as shown in FIG. 9, a map in which the target regeneration torque for the fifth speed is set to 0 with respect to the one shown in FIG. 5 is used. Thereafter, the hybrid ECU 100 stops the engine 10 and causes the hybrid vehicle 1 to coast. As a result, the control device can further improve the fuel efficiency while suppressing the shift in deceleration before and after switching to the EV travel mode to such an extent that the driver does not feel uncomfortable.

  Here, the gear pair 60 that is an EV gear may be set to have a small gear ratio in order to improve fuel efficiency during EV traveling. In such a setting, the deceleration accompanying the regeneration control in the EV traveling mode is reduced, and the deceleration is further reduced by reducing the target regeneration amount (target regeneration torque) at that time. Can be reduced to a magnitude equivalent to the deceleration during inertia running in the engine running mode. In consideration of this point, when it is determined in step ST36 that the vehicle is on the high speed stage side, the shift of the deceleration before and after the travel mode switching is reduced by reducing the target regeneration amount (target regeneration torque) after the travel mode switching. Can be suppressed to such an extent that the driver does not feel uncomfortable.

  Therefore, in the control device of the present embodiment, when the gear ratio (speed stage) of the manual transmission 30 before switching the traveling mode is on the high speed stage side, the target regeneration amount ( The target regeneration torque) may be reduced. Here, in the EV traveling mode of the illustrated hybrid vehicle 1, since the manual transmission 30 is in the neutral state, if attention is paid only to the engine 10, the state is the same as that of inertial traveling. For this reason, it is not necessary to consider the engine brake. Therefore, the target regeneration amount at that time may be set to a magnitude that generates a deceleration equivalent to that during inertial traveling in the engine traveling mode, for example. For example, if the hybrid ECU 100 at this time is determined to be on the high speed stage side, the target of the motor / generator 20 is reduced to such an extent that the driver does not feel uncomfortable due to the difference in deceleration before and after switching the driving mode. A regenerative amount (target regenerative torque) is set, and regenerative braking is executed with the target regenerative amount. As a result, the control device can suppress the shift in deceleration before and after switching the travel mode to the EV travel mode to such an extent that the driver does not feel uncomfortable, and further reduces the amount of regeneration by the motor / generator 20. Therefore, fuel consumption can be improved.

  In the above-described example, the hybrid vehicle 1 in which the rotating shaft 21 of the motor / generator 20 is connected to the output shaft 42 of the manual transmission 30 is described. However, the control device of this embodiment uses the rotating shaft 21 as the manual transmission. You may apply with respect to the hybrid vehicle connected with the input shaft 41 of 30. An example of the hybrid vehicle is shown in FIG. The hybrid vehicle 2 shown in FIG. 10 is obtained by changing the following points from the hybrid vehicle 1 shown in FIG.

  First, in the hybrid vehicle 2, the motor / generator 20 is disposed between the engine 10 and the clutch 50, and the engagement operation and the release operation are automatically performed between the motor / generator 20 and the engine 10. The automatic clutch 55 to be executed is interposed. That is, the clutch 50 of the hybrid vehicle 2 connects one engaging element to the input shaft 41 as in the previous illustration, and connects the other engaging element to the rotating shaft 21 of the motor / generator 20. Further, in this hybrid vehicle 2, the output shaft 11 of the engine 10 is connected to one engaging element of the automatic clutch 55, and the other engaging element of the automatic clutch 55 is connected to the rotating shaft 21 of the motor / generator 20. Let For convenience of illustration, the secondary battery 25 and the battery monitoring unit 27 are omitted in FIG.

  The automatic clutch 55 includes an electric or hydraulic actuator 56 that performs an engaging operation and a releasing operation between the engaging elements. The operation of the actuator 56 is controlled by an electronic control unit for automatic clutch (hereinafter referred to as “clutch ECU”) 103. Here, the clutch ECU 103 engages the automatic clutch 55 in the engine travel mode or the hybrid travel mode. In contrast, in the EV travel mode, the automatic clutch 55 is released. Even in this case, it is desirable that the engine 10 is stopped in the EV traveling mode.

  Further, in the hybrid vehicle 2, any one of the first speed gear stage 31 to the fifth speed gear stage 35 is used as the EV gear instead of the gear pair 60. In this example, the third gear stage 33 is an EV gear. Therefore, in the manual transmission 30 here, when the shift lever 81a is operated to the EV travel mode selection position EV, the third speed gear stage 33 is engaged.

  The control device of the present embodiment can obtain the same operation and effect as in the hybrid vehicle 1 exemplified above also in such a hybrid vehicle 2.

  Here, in the above-described example, the manual transmission 30 is cited as the transmission, but the control device of the present embodiment is the same even if the vehicle is equipped with a stepped or continuously variable automatic transmission. The effect of this can be obtained. In the above-described example, the clutch 50 is shown as being manually operated. However, the control device of this embodiment can obtain the same operation and effect even in a vehicle in which the clutch 50 is replaced with an automatic clutch.

  As described above, the vehicle control apparatus according to the present invention suppresses a shift in deceleration before and after switching to the driving mode when switching to the EV driving mode, and eliminates the driver's uncomfortable feeling when switching the driving mode. Useful for.

DESCRIPTION OF SYMBOLS 1, 2 Hybrid vehicle 10 Engine 20 Motor / generator 30 Manual transmission 50 Clutch 51 Clutch pedal 55 Automatic clutch 60 Gear pair (EV gear)
DESCRIPTION OF SYMBOLS 81 Shift operation device 81a Shift lever 81b Shift gauge 82 EV driving mode selection position detection part 83 Shift position detection part 100 Hybrid ECU
101 engine ECU
102 Motor / generator ECU
103 clutch ECU
EV EV mode selection position

Claims (5)

A mechanical power source that generates a driving force using mechanical energy as power, an electric power source that generates a driving force using mechanical energy converted from electric energy, and the power of the mechanical power source and / or the electric power source A transmission that transmits power to the drive wheel side, an engine travel mode using the power of the mechanical power source, an EV travel mode using the power of the electric power source, the mechanical power source, and the electric power source In a vehicle control device that switches between a hybrid travel mode using both powers of the vehicle and travels,
When switching to the EV travel mode, the vehicle control device sets a target regeneration amount in the electric power source after switching the travel mode based on a transmission gear ratio before switching the travel mode. .   2. The target regeneration amount is set so that a regenerative braking force corresponding to an engine brake at a transmission gear ratio before the travel mode switching is set when the target regeneration amount is set. The vehicle control device described.   When switching to the EV travel mode is requested while the vehicle is stopped, the target regeneration amount is set so that a regenerative braking force corresponding to an engine brake at a gear ratio on the low speed stage side of the transmission is obtained. The vehicle control device according to claim 1.   2. The vehicle according to claim 1, wherein when the gear ratio of the transmission before the travel mode switching is on the high speed side, the target regeneration amount is reduced or the regeneration control of the electric power source is prohibited. Control device.   The transmission is a manual transmission capable of switching a gear ratio by a manual operation of a driver, and a gear shift for selecting a gear ratio of the transmission when traveling in the engine travel mode or the hybrid travel mode. The vehicle control device according to claim 1, 2, 3, or 4, further comprising a shift operation device having an EV travel mode selection position for switching to a position and the EV travel mode.

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