JP2012090396A - Driving force controller of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve drivability by reducing a load of accelerator operation by a driver and to suppress degradation in fuel cost, relating to a driving force controller of a vehicle.SOLUTION: In a hybrid vehicle, the driving force of an engine 11 and a motor generator 14 can be transmitted to a drive wheel 16. Switching is possible between an engine travel mode in which a vehicle is travelled by the driving force of the engine 11 and an EV travel mode in which the vehicle can travel by the driving force of the motor generator 14. Further, switching is available among a powering section in which the motor generator 14 outputs the driving force based on the open degree of an accelerator, a regenerative section for regenerative braking, and an inertia travel section accompanying no driving force nor regenerative braking. The region of inertia travel section is changed based on the frequency of transitions to a powering section or regenerative section after passing an inertia travel section since the intention of switching to the inertia travel section of the driver is detected.

Description

  The present invention relates to a driving force control apparatus for a vehicle.

  In an electric vehicle that travels by driving wheels by an electric motor, regenerative braking can be performed when the driver returns the accelerator pedal. As what enabled such regenerative braking, there is one described in Patent Document 1 below, for example. The regenerative braking control device for an electric vehicle described in Patent Document 1 sets a section in which a driving force is set using an electric motor as a normal driving source according to an accelerator pedal opening, a driving force and a regenerative braking force of the electric motor. A section where the vehicle is coasted by setting to 0 and a section where the regenerative braking force of the electric motor is set are set.

JP 09-098509 A

  In the above-described conventional regenerative braking control device for an electric vehicle, the operating state of the electric motor is switched among the power running section, the inertia traveling section, and the regeneration section depending on the accelerator opening of the driver. However, the operation of depressing or returning the accelerator pedal by the driver varies. For this reason, the driver intends to shift from the regenerative section to the inertial traveling section, but the accelerator pedal is depressed too much to shift to the power running section, thus requiring a braking operation. In this case, there arises a problem that fuel consumption deteriorates due to wasteful power consumption and brake negative pressure consumption. In addition, the driver intends to shift from the power running section to the coasting section, but the accelerator pedal is returned too much to shift to the regenerative section, and it becomes necessary to depress the accelerator pedal and accelerate again. In this case, there arises a problem that fuel consumption deteriorates due to wasteful power consumption. Thus, in order to prevent the fuel consumption from deteriorating, the driver needs to perform a complicated accelerator pedal operation, resulting in a problem that drivability is reduced.

  The present invention has been made in view of the above circumstances, and is a vehicle driving force control that can improve the drivability by reducing the burden of the accelerator operation by the driver and can suppress the deterioration of fuel consumption. An object is to provide an apparatus.

  The vehicle driving force control apparatus according to the present invention includes an electric motor, an accelerator operation amount detecting means for detecting an accelerator operation amount, a power running section in which the electric motor outputs a driving force based on the accelerator operation amount, and the electric motor. Motor control means capable of switching between a regenerative section for regenerative braking and an inertia traveling section where the electric motor does not output regenerative braking and does not perform regenerative braking, and switching intention detection for detecting a driver's intention to switch to the inertia traveling section And a zone area changing means for changing the zone of the coasting section based on the frequency of passing through the coasting section and shifting to the power running section or the regenerative section after detecting the driver's intention to switch to the coasting section. It is characterized by providing.

  In the vehicle driving force control device, the section area changing unit detects in advance that the frequency of transition to the power running section or the regenerative section through the inertia traveling section after detecting the driver's intention to switch to the inertia traveling section. When the frequency is larger than the set frequency, it is preferable to expand the region of the inertia traveling section.

  In the vehicle driving force control apparatus, the section area changing means detects a power running section or a regeneration period after detecting a driver's intention to switch to the inertia traveling section until the transition to the inertia traveling section is completed. It is preferable to count the case where the vehicle has shifted to the section at least once as one time, and to change the region of the coasting section based on this count.

  In the driving force control apparatus for a vehicle, it is preferable that the section area changing unit resets the count number when the change of the inertia traveling section area is completed.

  The driving force control apparatus for a vehicle according to the present invention detects an intention of switching to an inertial traveling section by a driver and then passes through the inertial traveling section and shifts to the powering section or the regeneration section. Since the area is changed, it is possible to improve the drivability by reducing the burden of the accelerator operation by the driver and to suppress the deterioration of the fuel consumption.

FIG. 1 is a schematic configuration diagram illustrating a vehicle driving force control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic diagram illustrating a speed change operation device in the vehicle driving force control apparatus according to the present embodiment. FIG. 3 is a graph showing a control region of the motor. FIG. 4 is a flowchart showing the process of motor control area switching control in the vehicle driving force control apparatus of the present embodiment.

  Hereinafter, embodiments of a vehicle driving force control apparatus according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment, and when there are a plurality of embodiments, it includes those configured by combining the embodiments.

Embodiment
FIG. 1 is a schematic configuration diagram illustrating a vehicle driving force control device according to an embodiment of the present invention, FIG. 2 is a schematic diagram illustrating a speed change operation device in the vehicle driving force control device of the present embodiment, and FIG. FIG. 4 is a flowchart showing the process of the motor control area switching control in the vehicle driving force control apparatus of the present embodiment.

  As shown in FIG. 1, the hybrid vehicle of this embodiment includes an engine (internal combustion engine) 11 as a power source, a manual (stepping) clutch 12, and a manual multi-stage transmission (power transmission device) 13. A motor generator (electric motor) 14 as a power source, a final reduction gear (power transmission device) 15, and drive wheels 16.

  The engine 11 is an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy. The engine 11 uses gasoline as fuel and reciprocates the piston to output shaft (crankshaft). ) 21 can output mechanical power. The engine 11 includes a fuel injection device and an ignition device. The operation of the fuel injection device and the ignition device is controlled by an engine electronic control device (hereinafter referred to as an engine ECU) 101. The engine ECU 101 controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device, and mechanical power (engine output torque) output from the output shaft 21 of the engine 11. ) Can be adjusted.

  The engine ECU 101 is prepared in advance by a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. It is composed of a backup RAM or the like for storing stored information.

  The motor generator 14 converts the supplied electric power into mechanical power (motor output torque) and outputs it from the output shaft 22, and the mechanical power input to the output shaft 22. It also has a function as a generator (generator) that converts it into electric power and collects it. The motor generator 14 is configured as, for example, a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by a stator 24 that is supplied with three-phase AC power from the inverter 23 to form a rotating magnetic field. And a rotor 25 as a rotor. The rotor 25 rotates integrally with the output shaft 22. The motor generator 14 is provided with a rotation sensor (resolver) that detects the rotation angle position of the rotor 25, and the rotation sensor refers to a detection signal as an electronic control unit for motor generator (hereinafter referred to as motor ECU). ) 102. The motor ECU 102 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like.

  In the motor generator 14, the output shaft 22 can be connected to the output shaft 37 of the multi-stage transmission 13 via a gear pair (power transmission device) 26. When the motor generator 14 functions as a motor, it transmits the motor output torque to the output shaft 37 of the multi-stage transmission 13, while when it functions as a generator, mechanical power from the output shaft 37 of the multi-stage transmission 13. Is input to the output shaft 22.

  The gear pair 26 includes a first gear 26a and a second gear 26b that are in mesh with each other. The first gear 26 a is attached to the output shaft 22 of the motor generator 14 so that it can rotate integrally with the rotor 25. On the other hand, the second gear 26b is formed to have a larger diameter than the first gear 26a, and is fixed to the output shaft 37 so as to rotate integrally with the output shaft 37 of the multi-stage transmission 13. In this case, the gear pair 26 functions as a speed reduction mechanism when a rotational torque is input from the rotor 25 side, and functions as a speed increase mechanism when a rotational torque is input from the output shaft 37 side of the multi-stage transmission 13. To do.

  The motor generator 14 is connected to a battery (secondary battery) 27 via an inverter 23. The DC power from the battery 27 is converted into AC power by the inverter 23 and supplied to the motor generator 14. The motor generator 14 supplied with the AC power operates as a motor and outputs a motor output torque from the output shaft 22. On the other hand, when the motor generator 14 is operated as a generator, the AC power from the motor generator 14 is converted into DC power by the inverter 23 and collected in the battery 27 or is regenerated to the drive wheel 16 while regenerating power. A braking force (regenerative braking) can be applied. In this case, in the motor generator 14, mechanical power (output torque) output from the multi-stage transmission 13 is input to the rotor 25 via the output shaft 22, and this input torque is converted into AC power. The operation of the inverter 23 is controlled by the motor ECU 102.

  The battery 27 is connected to a battery electronic control device (hereinafter referred to as a battery ECU) 103 that manages the state of charge (SOC). The battery ECU 103 transmits a signal related to the state of charge (SOC amount) to the battery ECU 103 as a signal corresponding to the state of charge of the battery 27 detected by the SOC sensor 61. The battery ECU 103 determines the charge state of the battery 27 based on this signal, and determines whether charging and discharging are necessary.

  The multi-stage transmission 13 uses the power of the engine 11 (engine output torque) and the power of the motor generator 14 (motor output torque) as driving forces and transmits them to the left and right drive wheels 16 via the final reduction gear 15.

  This manual multi-stage transmission 13 has four forward speeds and one reverse speed, and the first speed gear stage 31, the second speed gear stage 32, and the third speed are the forward speed stages. A gear stage 33 and a fourth gear stage 34 are provided, and a reverse gear stage 35 is provided as a reverse gear stage. The forward gear is configured so 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, and the fourth speed gear stage 34. The multi-stage transmission 13 includes an input shaft 36 to which the engine output torque of the engine 11 is transmitted, and an output shaft 37 that is disposed in parallel to the input shaft 36 with a space therebetween. The multi-stage transmission 13 is simply described in its configuration, and the number and arrangement of the respective shift stages are not limited to those shown in FIG.

  Here, the first speed gear stage 31 is composed of a first speed drive gear 31a and a first speed driven gear 31b that are in mesh with each other, and the first speed drive gear 31a is disposed on the input shaft 36, and The first speed driven gear 31 b is disposed on the output shaft 37. The second speed gear stage 32 includes a second speed drive gear 32a and a second speed driven gear 32b that are in mesh with each other, and the second speed drive gear 32a is disposed on the input shaft 36 and is driven by the second speed drive. The gear 32 b is disposed on the output shaft 37. The third speed gear stage 33 includes a third speed drive gear 33a and a third speed driven gear 33b that are in mesh with each other, and the third speed drive gear 33a is disposed on the input shaft 36 and is driven by the third speed drive. The gear 33 b is disposed on the output shaft 37. The fourth speed gear stage 34 includes a fourth speed drive gear 34a and a fourth speed driven gear 34b that are in mesh with each other, and the fourth speed drive gear 34a is disposed on the input shaft 36 and is driven by the fourth speed driven. The gear 34 b is disposed on the output shaft 37.

  The reverse gear stage 35 includes a reverse drive gear 35a, a reverse driven gear 35b, and a reverse intermediate gear 35c. The reverse drive gear 35a is disposed on the input shaft 36, the reverse driven gear 35b is disposed on the output shaft 37, the reverse intermediate gear 35c is in mesh with the reverse drive gear 35a and the reverse driven gear 35b, and the rotation shaft 38 is engaged. Placed on top.

  In the actual configuration of the multi-stage transmission 13, one of the drive gears of each shift stage is disposed so as to rotate integrally with the input shaft 36, while the remaining drive gear is connected to the input shaft 36. It arrange | positions so that it may rotate relatively with respect to. Further, the driven gears of the respective speed stages are arranged so that any one of them rotates integrally with the output shaft 37, while the rest are arranged so as to rotate relative to the output shaft 37.

  Further, the input shaft 36 and the output shaft 37 have sleeves that move in the axial direction by a shift operation device 41 by the driver. This sleeve moves in the axial direction when the driver operates the speed change operation device 41, and rotates the relatively rotatable drive gear and driven gear positioned in the moved direction together with the input shaft 36 and the output shaft 37. . In the manual multi-speed transmission 13, the sleeve moves in a direction corresponding to the shift operation of the driver, and can be switched to a shift stage or a neutral position according to the shift operation.

  As shown in FIGS. 1 and 2, the shift operation device 41 includes a shift lever 42 that is operated when the driver performs a shift operation, and a so-called shift gauge 43 that guides the shift lever 42 for each shift stage. have. Here, the shift gauge 43 has a guide groove 43a, operation positions “1” to “4” from the first speed to the fourth speed, and a reverse operation position “R” for realizing the engine travel mode. , And an operation position “EV” for realizing the EV traveling mode. In this case, a position other than the operation positions “1” to “4”, “R”, and “EV” is the neutral position “N”.

  In the hybrid vehicle of this embodiment, at least an engine travel mode, an EV travel mode, and a hybrid travel mode are prepared as travel modes. When the driver operates the speed change operation device 41 and moves the shift lever 42 to any of the operation positions “1” to “4”, “R”, the engine travel mode or the hybrid travel mode is selected, When moving to the operation position “EV”, the EV travel mode is selected.

  Returning to FIG. 1, the clutch 12 is interposed between the engine 11 and the multistage transmission 13, and can transmit power between the output shaft 21 of the engine 11 and the input shaft 36 of the multistage transmission 13. It is possible to switch between a connected state and a disconnected state in which power transmission can be interrupted. The clutch 12 is a dry or wet single-plate clutch or multi-plate clutch, and has a disk-shaped friction plate. The engine output torque of the engine 11 is shifted from the output shaft 21 by a multi-stage transmission by the friction force of the friction plate. It can be transmitted to the input shaft 36 of the machine 13. The clutch 12 can perform a switching operation of its operating state (switching operation between a connected state and a disconnected state) by a depression operation of the clutch pedal 45 by the driver.

  The final reduction gear 15 decelerates the input torque input from the output shaft 37 of the multi-stage transmission 13 and distributes it to the left and right drive wheels 16. The final reduction gear 15 includes a pinion gear 51 fixed to the end of the output shaft 37, a ring gear 52 that meshes with the pinion gear 51 and converts the rotational direction to an orthogonal direction while reducing rotational torque, And a differential mechanism 53 that distributes the rotational torque input through the ring gear 52 to the left and right drive wheels 16.

  Further, this hybrid vehicle is provided with an electronic control unit (hereinafter referred to as a hybrid ECU) 100 that comprehensively controls the operation of the entire vehicle. The hybrid ECU 100 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. Information such as detection signals of various sensors and control commands can be exchanged with the ECU 101, the motor ECU 102, and the battery ECU 103.

  The hybrid ECU 100 can realize any one of the engine travel mode, the EV travel mode, and the hybrid travel mode based on the operation result of the driver operating the speed change operation device 41. As shown in FIG. 2, the shift operation device 41 includes an EV travel mode selection position detector 62 that detects whether or not the shift lever 42 is positioned at the operation position “EV” in the EV travel mode. Is provided. The EV travel mode selection position detection unit 62 can transmit a detection signal to the hybrid ECU 100.

  Further, in this shift operation device 41, whether or not the shift gauge 43 is in the forward operation position “1” to “4” or the reverse operation position “R” in the engine travel mode (hybrid travel mode). That is, there is provided a shift position detecting unit 63 for detecting which gear stage the driver has selected. The shift position detection unit 63 can transmit a detection signal to the hybrid ECU 100.

  When the shift lever 42 is operated to the forward operation positions “1” to “4” or the reverse operation position “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), a charge state amount of the battery 27 sent from the battery ECU 103, and vehicle travel state information (vehicle lateral acceleration, slip state of the drive wheels 16). Based on the above information), the engine driving mode and the hybrid driving 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 ECU 102 so that the required driving force is generated only by the engine torque. In this case, as a control command to the engine ECU 101, for example, information on engine torque that satisfies the required driving force at the current gear position or the gear position after the gear shifting operation is transmitted. Thereby, the engine ECU 101 controls the fuel injection amount of the engine 11 so as to generate the engine torque. On the other hand, the motor ECU 102 sends a control command so that the motor generator 14 does not operate as a motor or a generator.

  On the other hand, when the hybrid travel mode is selected, the hybrid ECU 100 sends a control command to the engine ECU 101 and the motor ECU 102 so as to generate the required driving force based on the engine torque and the output of the motor or generator. In this case, when both engine torque and motor power running torque are used, as a control command to engine ECU 101 and motor ECU 102, for example, engine torque that satisfies the required driving force at the current gear position or the gear position after the gear shifting operation is used. Information on the motor power running torque is transmitted to each. Thereby, the engine ECU 101 controls the engine 11 so as to generate the engine torque, and the motor ECU 102 controls the amount of power supplied to the motor generator 14 so as to generate the motor power running torque. When the motor generator 14 regenerates electric power, a control command is sent to the motor ECU 102 to operate the motor generator 14 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.

  In addition, when the shift lever 42 is operated to the operation position “EV”, the hybrid ECU 100 sends a control command to the engine ECU 101 and the motor ECU 102 so as to generate the required driving force 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 ECU 102. If the engine 11 is driven when the multi-stage transmission 13 is in the neutral state, the fuel efficiency is deteriorated. Therefore, the hybrid ECU 100 instructs the engine ECU 101 to stop the operation of the engine 11 so as to improve the fuel efficiency. Send. Further, in this EV travel mode, when the driver removes his or her foot from the accelerator pedal, or when a request for deceleration of the hybrid vehicle is made by a brake operation or the like, a control command is issued to the motor ECU 102 so that regenerative braking can be performed. May be sent.

  In the present embodiment, the shift operation device 41 can operate the shift lever 42 to the operation position “EV” in the EV travel mode, and the forward operation positions “1” to “4” in the engine travel mode (hybrid travel mode). Since it can be operated to the reverse operation position “R”, it functions as a traveling mode switching means that can switch the traveling mode of the vehicle between the EV traveling mode and the engine traveling mode (hybrid traveling mode). The shift lever 42 functions as travel mode selection means.

  The vehicle driving force control apparatus of the present embodiment configured as described above includes a power running section in which the motor generator 14 outputs driving force based on the accelerator opening (accelerator operation amount) and a regenerative section in which the motor generator 14 is regeneratively braked. A motor control means capable of switching to an inertia traveling section in which the motor generator 14 outputs no driving force and does not perform regenerative braking, a switching intention detecting means for detecting a driver's intention to switch to the inertia traveling section, and a driver Section area changing means for changing the area of the inertial traveling section based on the frequency of passing through the inertial traveling section and then shifting to the powering section or the regenerative section after detecting the intention to switch to the inertial traveling section.

  Further, the section area changing means detects the intention of switching to the inertia traveling section by the driver and then passes through the inertia traveling section and shifts to the power running section or the regeneration section when the frequency is higher than a preset frequency. The area of the coasting section is expanded.

  In this case, when the section area changing means shifts to the power running section or the regenerative section at least once between the detection of the driver's intention to switch to the coasting section and the transition to the coasting section being completed. Is counted as one time, and the region of the inertial running section is changed based on the counted number. Further, the section area changing means resets the count number when the change of the area of the inertia traveling section is completed.

  Here, the motor ECU 102 functions as the motor control means, and the hybrid ECU 100 functions as the switching intention detection means and the section area changing means.

  Here, a control region of motor generator 14 by motor ECU 102 will be described. The motor ECU 102 serving as the motor control means includes a power running section in which the motor generator 14 outputs a driving force based on the accelerator opening (accelerator operation amount) detected by the accelerator opening sensor (accelerator operation amount detection means) 64, and the motor generator 14. Can be switched between a regenerative section in which regenerative braking is performed and a coasting section in which the motor generator 14 does not output driving force and does not perform regenerative braking.

That is, as shown in FIG. 3, five control regions of the motor generator 14 with respect to the accelerator opening θ are set, a region A where the accelerator opening is 0 (θ ₀ ) or more and less than θ ₁ , and the accelerator opening θ ₁ or more. theta ₂ below region B, the accelerator opening theta ₂ or theta ₃ less area C, the accelerator opening theta ₃ or theta ₄ below region D, the accelerator opening theta ₄ or more regions E are set. In this case, the areas A and B are regenerative sections, the area C is an inertia running section, and the areas D and E are power running sections.

Motor ECU 102 sets control areas A to E of motor generator 14 based on accelerator opening θ detected by accelerator opening sensor 64. Here, when the accelerator opening is a third predetermined value theta ₃ or more areas D, the driving force of the motor generator 14 in accordance with the magnitude of the accelerator opening theta based on the control map of FIG. 3 is set. At this time, assuming that the driver does not intend to brake, the driving force of the motor generator 14 is set to a characteristic that increases in accordance with the magnitude of the accelerator opening. When the accelerator opening is a fourth predetermined value theta ₄ or more regions E, the driving force of the motor generator 14 irrespective of the accelerator opening theta is set to be constant. For example, the motor ECU 102 is set with a driving force as an EV travel mode corresponding to the state of charge of the battery 27.

When the accelerator opening is equal to or larger than the second predetermined value θ ₂ and in the region C less than the third predetermined value θ ₃ , the driving force of the motor generator 14 is zero and the regenerative braking force of the motor generator 14 is also zero. Is set to be Thus, when the accelerator opening is in the region C that is equal to or larger than the second predetermined value θ ₂ and less than the third predetermined value θ ₃ , the accelerator opening is slightly small and the driver needs almost no driving force. In addition, it is considered that no braking force is required, and the driving force and the braking force of the motor generator 14 are set to 0, whereby the vehicle is brought into a traveling state by inertia.

When the accelerator opening is in a region B that is equal to or greater than the first predetermined value θ ₁ and less than the second predetermined value θ ₂ , the motor generator 14 according to the magnitude of the accelerator opening θ based on the control map of FIG. The regenerative braking force is set. In this case, the regenerative braking force of motor generator 14 is set to increase as the accelerator opening decreases. At this time, assuming that the accelerator opening is small and the driver needs a braking force equivalent to weak engine braking, the intention of the driver is reflected by setting the regenerative braking force of the motor generator 14 according to the accelerator opening. The regenerative braking force can be set. In this case, the motor generator 14 functions as a generator, whereby kinetic energy is recovered as electric energy and the battery 27 is charged.

When the accelerator opening is not less than the first predetermined value θ ₀ and in the region A less than the second predetermined value θ ₁ , as shown in the control map of FIG. The regenerative braking force is set to a predetermined constant value (fixed value) having a maximum magnitude. At this time, the accelerator opening is quite small, the accelerator pedal is hardly depressed, and the driver needs a regenerative braking force equivalent to a strong engine brake. Therefore, the regenerative braking force of the motor generator 14 is set to a certain maximum value. By setting a large regenerative braking force as a value, a predetermined deceleration force is applied to the vehicle. Note that it is desirable not to perform regenerative braking when the rotation speed of the motor generator 14 is equal to or lower than a predetermined rotation speed at which the rotation speed is low. When the motor generator 14 is in a low rotation state, the vehicle is traveling at a low speed, and if regenerative braking is performed, braking force may be exerted more than necessary, which may cause discomfort to the occupant.

  In the vehicle driving force control apparatus according to the present embodiment, the switching intention detection means for detecting the driver's intention to switch to the inertia traveling section and the inertia driving after the driver's intention to switch to the inertia traveling section is detected. Section area changing means is provided for changing the area of the coasting section based on the frequency of passing through the section and shifting to the power running section or the regeneration section. The section area changing means detects the inertia when the frequency of transition to the power running section or the regenerative section through the inertia traveling section after detecting the intention of switching to the inertia traveling section by the driver is greater than a preset frequency. The area of the travel section is expanded.

  Specifically, the section area changing means shifts to the power running section or the regenerative section at least once after detecting the intention of switching to the coasting section by the driver until the transition to the coasting section is completed. The case is counted as one time, and the region of the inertial running section is changed based on the count number. Moreover, the section area changing means resets the count number when the transition to the inertia traveling section is completed.

  Note that the switching intention detection means and the section area change means function by the hybrid ECU 100.

  Here, the process of the control region switching control of the motor in the vehicle driving force control apparatus of the present embodiment will be described in detail based on the flowchart of FIG.

  In the control region switching control of the motor in the vehicle driving force control apparatus of the present embodiment, as shown in FIG. 4, in step S11, the hybrid ECU 100 causes the control region of the motor generator 14 to transition from region C to region D. It is determined whether deceleration is frequently performed later.

  That is, when the accelerator pedal is operated by the driver, the driver can inertia the vehicle with almost no driving force and braking force from the driving state of the vehicle having a small accelerator opening and requiring a braking force equivalent to a weak engine brake. When the driver wants to shift to the traveling state, the driver shifts the motor generator 14 to the control region C by depressing the accelerator pedal slightly to accelerate the vehicle from the state where the motor generator 14 is in the control region B. In this case, the motor ECU 102 changes the control region according to the accelerator pedal opening.

  However, if the driver depresses the accelerator pedal too much, the control area of the motor generator 14 passes from the control area B of the regeneration section to the control area C of the inertia traveling section and shifts to the power running section area D. Then, the driver feels that the vehicle has accelerated more than necessary than intended, and operates the brake pedal to apply a braking force to the vehicle. In this case, not only wasteful power is consumed by driving the motor generator 14, but wasteful brake negative pressure is consumed by operating the brake device, resulting in deterioration of fuel consumption.

  Therefore, the hybrid ECU 100 detects the intention of switching from the regenerative section (for example, the control area B) to the inertia traveling section (control area C) based on the accelerator opening, and shifts from the regeneration section to the inertia traveling section. In this case, the number of times of switching error is counted as one when a transition to a powering section (for example, the control region D) occurs once. In this case, the hybrid ECU 100 decelerates the vehicle by depressing the brake pedal immediately after the driver depresses the accelerator pedal and accelerates the vehicle, so that the vehicle moves from the regenerative section to the power running section and then shifts to the power running section. When returning to the travel section, it is determined that the switching is wrong, and is counted. However, when the control area of the motor generator 14 is in the regenerative section, the driver depresses the accelerator pedal and accelerates the vehicle. When the pedal is not depressed, it is not determined that the switch is wrong and the count is not performed. Note that the hybrid ECU 100 detects a driver's intention to switch to the inertia traveling section based on detection results of the accelerator opening sensor 64 and the brake stroke sensor 65, that is, a switching error by the driver.

In step S11, when the hybrid ECU 100 counts the number of switching errors and determines that the number of switching errors exceeds a predetermined number (for example, 5 times), the process proceeds to step S12, and the coasting zone C is selected. Expand. Specifically, in step S12, as the region C coasting interval spreads region D side of the power running period, increasing the third predetermined value theta _3. On the other hand, when the hybrid ECU 100 determines in step S11 that the number of switching errors does not exceed the predetermined number, the process bypasses step S12 and proceeds to step S13.

  In step S13, hybrid ECU 100 determines whether or not acceleration is frequently performed after the control region of motor generator 14 shifts from region C to region B.

  That is, when the accelerator pedal is operated by the driver, the driving state of the vehicle with a large accelerator opening and requiring a strong motor driving force makes the vehicle run by inertia with almost no driving force and braking force. When the driver wants to shift to the state, the driver shifts the motor generator 14 to the control region C by slightly returning the accelerator pedal and decelerating the vehicle from the state where the motor generator 14 is in the control region D. In this case, the motor ECU 102 changes the control region according to the accelerator pedal opening.

  However, if the driver returns the accelerator pedal too much, the control region of the motor generator 14 passes from the region D of the power running section through the region C of the coasting section and shifts to the region B of the regeneration section. Then, the driver feels that the vehicle has decelerated more than necessary than he intended, and accelerates the vehicle by operating the accelerator pedal. In this case, unnecessary electric power is consumed by driving the motor generator 14.

  Therefore, the hybrid ECU 100 detects the intention of switching from the regenerative section (for example, the control area B) to the inertia traveling section (control area C) based on the accelerator opening, and shifts from the power running section to the inertia traveling section. Until the process is completed, the number of switching errors is counted as one when the transition to the regenerative section (for example, the control region B) is performed once. In this case, the hybrid ECU 100 decelerates the vehicle by returning the accelerator pedal, so that the hybrid ECU 100 immediately depresses the accelerator pedal and accelerates the vehicle after transitioning from the power running section to the regeneration section through the inertia traveling section. When returning to the travel section, it is determined that the switching is wrong, and is counted. However, when the control area of the motor generator 14 is in the power running section, the driver returns the accelerator pedal and decelerates the vehicle. When the pedal is not depressed, it is not determined that the switch is wrong and the count is not performed. Note that the hybrid ECU 100 detects the intention of switching to the inertia traveling section by the driver based on the detection result of the accelerator opening sensor 64, that is, the switching error by the driver.

In step S13, when the hybrid ECU 100 counts the number of switching errors and determines that the number of switching errors exceeds a predetermined number (for example, 5 times), the process proceeds to step S14, and the coasting zone C is set. Expand. Specifically, in step S14, as the region C coasting interval spreads region B side of the regeneration segment, reducing the second predetermined value theta _2. On the other hand, when the hybrid ECU 100 determines in step S13 that the number of switching errors does not exceed the predetermined number, the routine bypasses step S14 and exits this routine.

  Note that the hybrid ECU 100 resets the count number when the expansion of the region C of the inertia traveling section is completed in steps S12 and S14. In this case, the count may be reset when the key switch of the vehicle is turned off.

  As described above, in the vehicle driving force control apparatus of the present embodiment, the determination of the switching error by the hybrid ECU 100 is performed at the time of transition from the control region B of the regeneration section to the control region C of the inertia traveling section and the control region of the power running section. There are both cases of transition from D to the control region C of the coasting section, and each counts separately. Accordingly, when the switching error frequency increases from the control area B of the regeneration section to the control area C of the inertia traveling section, the control area C is expanded to the control area D side, and the control area D of the power running section is changed to the inertia traveling section. If the switching error frequency increases during the transition to the control area C, the control area C is expanded to the control area B side. Therefore, the number of times the inertia traveling section (control region C) is used in the motor generator 14 is increased, and the fuel efficiency can be improved by effectively using the inertia traveling section.

  When the driver shifts the motor generator 14 to the control region C by slightly depressing the accelerator pedal and accelerating the vehicle from the state where the motor generator 14 is in the control region B, the driver depresses the accelerator pedal too much. When the vehicle travels through the region C of the inertia traveling section and shifts to the region D of the power running section, the vehicle decelerates by operating the brake pedal, but may decelerate too much and shift to the control region B again. In this case, in both step S11 and step S13, it is determined that there is a switching error and is counted. However, hysteresis may be set among the control region B, the control region C, and the control region D.

  As described above, in the vehicle driving force control apparatus according to the present embodiment, the hybrid ECU 100 is a hybrid vehicle capable of transmitting the driving force of the engine 11 and the motor generator 14 to the driving wheels 16. Thus, it is possible to switch between the engine travel mode in which the vehicle can travel and the EV travel mode in which the vehicle can travel by the driving force of the motor generator 14, and the motor ECU 102 outputs the driving force based on the accelerator opening. The hybrid ECU 100 detects the intention to switch to the inertia traveling section by the driver and detects the inertia traveling section after detecting the driver's intention to switch to the inertia traveling section. Change the area of the coasting section based on the frequency of passing to the powering section or regenerative section I have to so that.

  Therefore, by changing the region of this inertial travel section based on the frequency of transition from the power running section through the inertial travel section to the regenerative section and the frequency of transition from the regeneration section through the inertial travel section to the powering section. In addition, it is possible to set an appropriate inertial travel section area according to the driver's accelerator operation, reduce the burden of the accelerator operation by the driver, improve drivability, and suppress the deterioration of the fuel consumption of the vehicle can do.

  Further, in the vehicle driving force control apparatus of the present embodiment, the hybrid ECU 100 detects the frequency of the transition to the power running section or the regenerative section through the inertia traveling section after detecting the driver's intention to switch to the inertia traveling section. When the frequency is higher than the preset frequency, the region of the inertia traveling section is expanded. Therefore, the area of the inertial traveling section can be expanded in accordance with the driver's accelerator operation, the burden of the accelerator operation by the driver can be reduced and the drivability can be improved, and the inertial traveling section can be effectively used. The fuel consumption of the vehicle can be improved as possible.

  Further, in the vehicle driving force control apparatus according to the present embodiment, the hybrid ECU 100 detects the power running section or the period from the detection of the driver's intention to switch to the inertia traveling section to the completion of the transition to the inertia traveling section. The case where the transition to the regenerative section is performed at least once is counted as one, and when the count exceeds a predetermined number, the region of the inertial traveling section is changed. Therefore, it is possible to appropriately detect an area switching error by the driver and set an appropriate inertial traveling section area.

  Further, in the vehicle driving force control apparatus of the present embodiment, the hybrid ECU 100 resets the count number when the expansion of the inertia traveling section region is completed. Accordingly, it is possible to appropriately count the area switching mistakes and set an appropriate inertial running section area.

  Further, in the vehicle driving force control device of the present embodiment, when the switching error frequency increases from the control area B of the regeneration section to the control area C of the inertia traveling section, the control area C is expanded to the control area D side. If the switching error frequency increases at the time of transition from the control area D of the power running section to the control area C of the coasting section, the control area C is expanded to the control area B side. Therefore, the number of times the inertia traveling section (control region C) is used in the motor generator 14 is increased, and the fuel efficiency can be improved by effectively utilizing the inertia traveling section.

  In the above-described embodiment, the hybrid vehicle of this embodiment is configured by the engine 11, the clutch 12, the manual multi-stage transmission 13, the motor generator 14, the final reduction gear 15, and the drive wheels 16. For example, the driving force transmission path from the engine 11 to the driving wheel 16 and the driving force transmission path from the motor generator 14 to the driving wheel 16 are not limited thereto. The vehicle driving force control device of the present invention is not limited to a hybrid vehicle, and can be applied to an electric vehicle that can run only by an electric motor without mounting an internal combustion engine.

  As described above, the driving force control apparatus for a vehicle according to the present invention is based on the frequency at which the driver intends to switch to the coasting section and then passes through the coasting section and shifts to the powering section or the regeneration section. By changing the area of the inertial running section, it is possible to reduce the burden of accelerator operation by the driver and improve drivability and suppress deterioration of fuel consumption. It is also useful for controlling devices.

11 Engine (Internal combustion engine)
12 Clutch 13 Multi-stage transmission (power transmission device)
14 Motor generator (electric motor)
15 Final reduction gear (power transmission device)
16 Drive Wheel 23 Inverter 26 Gear Pair (Power Transmission Device)
27 Battery 41 Shifting operation device (travel mode switching means)
42 Shift lever (travel mode selection means)
61 SOC sensor 64 Accelerator opening sensor 65 Brake stroke sensor 100 Hybrid ECU (switching intention detection means, section area change means)
101 engine ECU
102 motor ECU (motor control means)
103 battery ECU

Claims (4)

An electric motor;
An accelerator operation amount detecting means for detecting an accelerator operation amount;
Switchable between a power running section in which the electric motor outputs driving force, a regenerative section in which the electric motor regeneratively brakes, and an inertia running section in which the electric motor does not output driving force and does not perform regenerative braking based on the accelerator operation amount Motor control means,
A switching intention detection means for detecting a switching intention to the inertial traveling section by the driver;
Section area change means for changing the area of the inertial traveling section based on the frequency of passing through the inertial traveling section and then shifting to the power running section or the regenerative section after detecting the intention of switching to the inertial traveling section by the driver;
A driving force control apparatus for a vehicle, comprising:   The section area changing means detects the intention to switch to the coasting section by the driver, and when the frequency of passing through the coasting section and transitioning to the power running section or the regeneration section is greater than a preset frequency, The vehicle driving force control device according to claim 1, wherein the section area is expanded.   The section area changing means 1 is a case in which a transition to a power running section or a regenerative section is performed at least once during a period from the detection of the driver's intention to switch to the coasting section until the transition to the coasting section is completed. The vehicle driving force control device according to claim 1, wherein the vehicle driving force control device is configured to count the number of times and change the region of the inertia traveling section based on the counted number.   4. The vehicle driving force control apparatus according to claim 3, wherein the section area changing means resets the count number when the change of the inertia traveling section area is completed.

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