JP2012218697A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately generate a vehicle deceleration requested by a user during a motor running.SOLUTION: There are a first deceleration mode of outputting the vehicle deceleration corresponding to a deceleration request from the user using a second motor generator MG2 alone (motor-running deceleration running mode in a narrow sense) and a second deceleration mode of generating a part of the vehicle deceleration using at least an engine 14 by connecting both first and second clutches C1 and C2 (corresponding to a parallel-running deceleration running mode) during the motor running, whereby, for example, the vehicle deceleration requested by the user that cannot be achieved by the first deceleration mode can be achieved.

Description

  The present invention relates to a control apparatus for a vehicle that includes an engine and a rotating machine and can travel using only the rotating machine as a driving power source for traveling.

  A hybrid equipped with an engine and a rotating machine, and capable of traveling by a motor that uses only the rotating machine as a driving power source for driving (including series driving that is not used as a driving power source for driving even if the engine is operating) The vehicle is well known. For example, this is the hybrid vehicle described in Patent Document 1. In the hybrid vehicle disclosed in Patent Document 1, for example, a first mode that travels only by the driving force of the engine, a second mode that travels by the driving force of the engine and at least one of the two rotating machines, and rotation The third mode in which the vehicle travels only with the driving force of the machine can be selected. When the vehicle travels in the third mode, the engine is disconnected from the driving force transmission path, and the power is transmitted to one of the two rotating machines while the engine is in an operating state so that the one rotating machine generates power. It is possible to function as a machine.

  Here, in such a hybrid vehicle, vehicle deceleration can be generated by using the engine and the rotating machine independently or in combination according to the traveling state (each mode) during deceleration traveling. For example, Patent Document 1 proposes that when the brake is turned on while the engine braking force is generated, the engine brake is assisted by executing regenerative braking by a rotating machine based on the vehicle speed at that time. Yes.

JP-A-9-298803

  By the way, in general, a vehicle in which a user (driver) can select a desired gear stage (shift stage) or a shift range (that is, an up / down shift operation is possible) by an operation device such as a shift lever. Is well known. In such a vehicle, for example, when a speed change operation (speed change request, speed change instruction) is performed by a user operation during decelerating traveling, a vehicle deceleration corresponding to the gear stage selected by the speed change operation is generated. In the hybrid vehicle as described above, for example, when the vehicle deceleration that is set stepwise (stepwise) like the gear stage is configured to be selectable, the vehicle reduction selected by the user operation in each driving state is selected. Need to generate speed. Specifically, in the hybrid vehicle described above, for example, in motor traveling where only a rotating machine can be used as a driving force source for driving, vehicle deceleration is generated using only the rotating machine, and the engine is driven to the drive wheels. In, for example, engine traveling that can travel in a connected state, it is necessary to generate vehicle deceleration using at least the engine. However, considering the case where the deceleration increasing / decreasing operation corresponding to the shifting operation is performed during the deceleration traveling by the motor traveling, for example, there is a limit to the vehicle deceleration that can be output by the rotating machine. There is a possibility that the requested vehicle deceleration (that is, the vehicle deceleration corresponding to the user's deceleration request) cannot be obtained. That is, even if the user increases the deceleration request in anticipation of the vehicle deceleration generated when using only the engine or when the engine and the rotating machine are used in combination, the user cannot The required vehicle deceleration may not be generated. The above-described problem is not known, and in a vehicle including an engine, a connection / disconnection device capable of connecting / disconnecting the engine to / from the wheel, and a rotating machine arranged to transmit driving force to the wheel. In addition, it has not yet been proposed to appropriately generate the vehicle deceleration required by the user during motor driving.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to provide a vehicle deceleration requested by the user when the engine is running with the wheel cut off from the wheels. An object of the present invention is to provide a control device for a vehicle that can be generated appropriately.

  The gist of the first invention for achieving the above object is as follows: (a) an engine, a connection / disconnection device capable of connecting / disconnecting the engine to / from the wheel, and a driving force transmitted to the wheel; And (b) a vehicle that responds to a driver's deceleration request when the vehicle is running with the engine shut off from the wheels. A first deceleration mode in which deceleration is output only by the rotating machine; and a second deceleration mode in which at least a part of the vehicle deceleration is generated by the engine by connecting the connecting / disconnecting device. is there.

  In this case, when the vehicle is running with the engine shut off from the wheels, the vehicle deceleration corresponding to the driver's deceleration request is output only by the rotating machine. 1 deceleration mode and a second deceleration mode in which at least a part of the vehicle deceleration is generated by the engine by connecting the connecting / disconnecting device are provided, and can be realized in the first deceleration mode, for example. It is possible to achieve the vehicle deceleration required by the user. In this way, when the engine is running with the wheels cut off from the wheels, it is possible to appropriately generate the vehicle deceleration requested by the user. That is, it is possible to meet a wide range of deceleration demands of users.

  Here, the second invention is the vehicle control apparatus according to the first invention, wherein the second deceleration mode is a vehicle deceleration greater than a vehicle deceleration that can be realized in the first deceleration mode. This is selected when the driver makes a deceleration request to generate the. In this way, it is possible to achieve the vehicle deceleration requested by the user, which cannot be realized with only the rotating machine. Further, for example, if the vehicle deceleration requested by the user can be realized only by the rotating machine, the first deceleration mode is selected, and it is as if the engine is running with the engine cut off from the wheels. Thus, it can be felt as if the vehicle deceleration is generated that cannot be realized only by the rotating machine (for example, by motor running). In this way, for example, when a user's deceleration request for increasing the vehicle deceleration is made during deceleration traveling in the first deceleration mode, the vehicle deceleration requested by the user is appropriately generated. Can do. For example, a deceleration request exceeding the vehicle deceleration that can be generated at the rating (maximum output) of the rotating machine, a vehicle speed corresponding to the rotating speed of the rotating machine, a charging capacity SOC of a power storage device to which regenerative power of the rotating machine is supplied, etc. The vehicle deceleration requested by the user is selected by selecting the second deceleration mode when a deceleration request exceeding the vehicle deceleration that can be generated by the rotating machine whose output is limited by the above condition is made. Can be appropriately generated.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect of the present invention, a deceleration request for generating a limit vehicle deceleration that can be realized in the first deceleration mode. If the engine is not in operation when the operation is performed by the driver, the engine is started with the connecting / disconnecting device disconnected. In this way, it is possible to prepare for a case where a further large deceleration request is made and the second deceleration mode is selected. This is because when shifting from the first deceleration mode to the second deceleration mode, the engine rotation speed is brought close to the synchronous rotation speed after the connection / disconnection device is connected to some extent, and then the connection / disconnection device is not connected. Since there is a possibility that deceleration more than the vehicle deceleration in response to the deceleration request will occur and the deceleration shock will increase, the engine should be kept in operation in preparation for the transition to the second deceleration mode. This is because it is desirable to synchronize the engine speed. In addition, when the engine is stopped and the mode is shifted to the second deceleration mode, the engine starting power is not required, and fuel consumption for keeping the engine in operation is eliminated, so that the fuel consumption is not sacrificed. The effect that the deceleration can be obtained is obtained. In this case, for example, in order to suppress a deceleration shock when shifting to the second deceleration mode, control for shifting the connecting / disconnecting device to the connected state is executed so as to suppress an increasing gradient of the vehicle deceleration. Also good.

  According to a fourth aspect, in the vehicle control device according to any one of the first to third aspects, the vehicle deceleration can be increased or decreased by a deceleration increase / decrease operation by the driver. A manual mode is provided, and the deceleration request is a deceleration increase / decrease operation by the driver in the manual mode. If it does in this way, the vehicle deceleration according to the deceleration increase / decrease operation in the manual mode which a user requests | requires can be generated appropriately.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects of the invention, a vehicle deceleration that is realizable in the first deceleration mode is generated. And when the driver makes a deceleration request for generating a vehicle deceleration greater than the vehicle deceleration that can be realized in the first deceleration mode for a predetermined time or more, 2 deceleration mode is selected. In this way, it is possible to appropriately generate a vehicle deceleration larger than usual requested by the user.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects of the present invention, a vehicle deceleration corresponding to the driver's deceleration request is generated during deceleration traveling. Regardless of whether the first deceleration mode or the second deceleration mode, the deceleration request for generating the same vehicle deceleration is required. The user display for clearly indicating to the driver is the same. In this way, even if the first deceleration mode and the second deceleration mode are switched, the consistency between the user display and the vehicle deceleration feeling felt by the user is improved.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system provided in the vehicle. It is a figure which shows an example of the shift operation apparatus which switches a multiple types of shift position by artificial operation. It is a figure which shows an example of the speed change operation apparatus provided separately from the shift lever in order to perform speed change operation. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure explaining the various driving modes of a vehicle, and the operating state of each part. It is a figure which shows an example of the mode switching map which switches EV driving mode, series HEV driving mode, and parallel HEV driving mode. It is a figure which shows an example of the range of the vehicle deceleration which can be generated at the time of motor driving | running | working and at the time of driving | running | working in parallel HEV driving mode, respectively. FIG. 7 is a chart showing the same relationship as in FIG. 7, and in particular, a deceleration is newly set when a downshift operation is performed further than the lowest Lo gear stage of motor travel. It is a figure which shows an example of the iso-efficiency line (map, relationship) of 2nd motor generator MG2 from which efficiency improves, so that the operating point of 2nd motor generator MG2 becomes closer to the oblique line (broken line) part. It is a flowchart explaining the control operation | movement for generating the vehicle deceleration which a user requests | requires appropriately, when the principal part of the control action of an electronic controller, ie, motor drive, is carried out. 10 is a chart showing an example of a user display for each gear stage in addition to FIG. 8. It is a figure explaining the schematic structure of the power transmission path | route which comprises another vehicle to which this invention is applied. It is a figure explaining another vehicle to which this invention is applied, (a) is a schematic block diagram, (b) is a figure which shows several driving modes and the operating state of each part. It is a figure explaining another vehicle to which this invention is applied, (a) is a schematic block diagram, (b) is a figure which shows several driving modes and the operating state of each part.

  In the present invention, the engine is preferably an internal combustion engine that generates power by burning fuel. The rotating machine is a rotating electric machine, specifically, a generator, an electric motor, or a motor generator that can alternatively obtain functions thereof. The rotating machine may be connected to a wheel connected to the engine via the connecting / disconnecting device without driving the connecting / disconnecting device, and drives the wheel. ) May be configured to drive wheels different from the engine, such as driving rear wheels (or front wheels). The connecting / disconnecting device can disconnect and transmit power transmission, and is a wet or dry engagement device (for example, friction engagement type or meshing type clutch or brake) provided in the power transmission path from the engine to the wheel, and its power. It is an engagement device or the like that is provided in an automatic transmission that constitutes a part of a transmission path, and that can make the automatic transmission into a so-called neutral state in which power transmission is interrupted.

  Preferably, when the automatic transmission is further provided, the connection / disconnection device includes a first clutch provided between the engine and an output rotation member (for example, an output shaft) of the automatic transmission. A second clutch provided between the output rotation member of the automatic transmission and the wheel may be provided. And the state where the connection / disconnection device is disconnected is a state where at least one of the first clutch and the second clutch is released so that power cannot be transmitted, and the state where the connection / disconnection device is connected is Both the first clutch and the second clutch are engaged so that power can be transmitted. In this way, when traveling using only the rotating machine as a driving force source for traveling with the connection / disconnection device disconnected, the vehicle deceleration can be generated only by the rotating machine as the first deceleration mode. In addition, it is possible to generate a vehicle deceleration at least in the engine as the second deceleration mode.

  Preferably, the automatic transmission includes a transmission alone, a transmission having a fluid transmission such as a torque converter, or a transmission having a sub-transmission. This transmission is a known planetary gear type automatic transmission, a known synchronous mesh type parallel shaft type automatic (/ manual) transmission, and its synchronous mesh type parallel axis type automatic transmission, but having two input shafts. The transmission includes a so-called DCT (Dual Clutch Transmission), a known belt type continuously variable transmission, a known traction type continuously variable transmission, and the like.

  Preferably, the vehicle is used for running only the rotating machine by separating the engine from the driving force transmission path as the first deceleration mode in which the vehicle deceleration can be generated only by the rotating machine. It has an EV (Electric Vehicle) driving mode that can be used as a driving force source. In addition, as a first deceleration mode, a series HEV (Hybrid) that can travel using only the rotating machine as a driving power source for traveling while rotating the power generator, for example, with the engine disconnected from the driving force transmission path. Electric Vehicle (Hybrid Electric Vehicle) The driving mode may be included. These EV travel modes and series HEV travel modes are travel modes for executing motor travel that travels using only the rotating machine as a drive power source for travel in a state where the connecting / disconnecting device is disconnected.

  Preferably, the vehicle is connected to the driving force transmission path so that at least the engine is driven for driving as the second deceleration mode in which the engine can generate vehicle deceleration. It has a parallel HEV driving mode that can be used as a power source. In addition, the parallel HEV traveling mode includes the parallel HEV traveling mode in a narrow sense in which the engine is connected to a driving force transmission path and the engine and the rotating machine can travel using the driving force source for traveling. An engine running mode in which only the engine can be used as a driving power source for driving, and the engine and the rotating machine run using the engine and the rotating machine as a driving power source for driving and, for example, a generator is driven by the engine to generate electric power. A series parallel HEV running mode or the like may be included. In other words, it is sufficient that the engine is always used as a driving power source for traveling and at least one of the rotating machines is used as a driving power source constantly or in an assisting manner. Further, in the parallel HEV traveling mode, the engine is connected to the wheels, and for example, vehicle deceleration can be generated by the engine during decelerating traveling.

  Preferably, when the engine is started when the engine is not operating during the first deceleration mode, the engine after the start is compared with a case where the engine is already operating. The purpose is to reduce the rotation speed. In this way, the uncomfortable feeling caused by starting the engine in the first deceleration mode in which the engine is not originally operated is suppressed.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path in a drive device 12 constituting a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) that is a vehicle to which the present invention is applied. It is a figure explaining the principal part of a control system. In FIG. 1, the driving device 12 includes an engine 14 and a first motor generator MG1 that can function as a driving power source for travel (hereinafter referred to as a driving power source), and is a pair of left and right front wheels. A rear drive unit 12B that includes a front drive unit 12A that drives the drive wheels 16 and a second motor generator MG2 that can function as a drive force source, and that drives a rear drive wheel 18 that is a pair of left and right rear wheels. Including.

  The front drive unit 12A includes a first motor generator MG1, a first motor generator MG1, and a first motor generator MG1, which are arranged in order from the engine 14 side in the power transmission path between the engine 14 and the front drive wheels 16 and are connected in series. 1 clutch C1, automatic transmission 20, 2nd clutch C2, 1st gear pair 22, and front differential gear apparatus 24 are provided. Thus, the engine 14 is driven forward through the first motor generator MG1, the first clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, the front differential gear device 24, and the like in order. It is connected to the wheel 16.

  The engine 14 is composed of a well-known internal combustion engine that generates power by combustion of fuel, and the output is adjusted by controlling, for example, the intake air amount, the fuel injection amount, and the ignition timing. Further, when the engine is started, for example, the first motor generator MG1 functions as an engine starter (engine starter).

  First motor generator MG <b> 1 is formed of an AC synchronous motor generator that functions as both an electric motor and a generator, and is electrically connected to power storage device 28 via inverter 26. The operation of first motor generator MG1 is controlled by inverter 26.

The automatic transmission 20 is arranged in parallel with the input side groove width variable pulley 30 connected to the first motor generator MG1 through the first clutch C1, and in parallel with the input side groove width variable pulley 30, and through the second clutch C2. It comprises a well-known belt-type continuously variable transmission including an output-side groove width variable pulley 32 connected to the first gear pair 22 and a transmission belt 34 wound around each of the pulleys 30 and 32. . In the automatic transmission 20, the input / output rotational speed ratio, that is, the gear ratio (gear ratio) γ and the belt clamping pressure are changed by controlling the groove widths of the variable groove width pulleys 30 and 32 by the hydraulic control circuit 36. It is like that. The gear ratio γ is the ratio of the output-side pulley rotational speed N _CR is the rotational speed of the input side groove width variable pulley 30 rotational speed of the input side pulley rotational speed N _CF output side groove width variable pulley 32 (N _CF / N _CR ).

  The first clutch C1 and the second clutch C2 are each constituted by a well-known wet multi-plate clutch, and each engagement / release is controlled by a hydraulic control circuit 36. The first clutch C1 and the second clutch C2 are connecting / disconnecting devices capable of connecting and disconnecting the engine 14 and the first motor generator MG1 with respect to the front drive wheels 16. The state in which the connecting / disconnecting device is disconnected is a state in which at least one of the first clutch C1 and the second clutch C2 is disengaged so that power cannot be transmitted, and the state in which the connecting / disconnecting device is connected is the first clutch. Both C1 and the second clutch C2 are engaged so that power can be transmitted.

  The rear drive unit 12B is disposed in order from the second motor generator MG2 side in the power transmission path between the second motor generator MG2 and the second motor generator MG2 and the rear drive wheel 18, and is connected in series with each other. Further, a second gear pair 38 and a rear differential gear device 40 are provided. As described above, the second motor generator MG2 is connected to the rear drive wheel 18 through the second gear pair 38, the rear differential gear device 40, and the like in order, so that the drive force can be transmitted to the rear drive wheel 18. It is an arranged rotating machine.

  The second motor generator MG2 includes an AC synchronous motor generator that functions as both a motor and a generator, like the first motor generator MG1, and is electrically connected to the power storage device 28 via the inverter 26. . The operation of second motor generator MG2 is controlled by inverter 26.

In addition, the vehicle 10 of this embodiment includes an automatic transmission mode in which the automatic transmission 20 is shifted according to a known shift map as a predetermined relationship, and a manual transmission mode in which the automatic transmission 20 can be shifted by a user's shifting operation. The transmission mode of the automatic transmission 20 can be switched between For this reason, the vehicle 10 has a plurality of shift positions P _SH including a manual shift position for setting the shift mode to the automatic shift mode and a manual shift position for setting the shift mode to the manual shift mode. A shift operating device 52 as shown in FIG. 2 provided with a shift lever 50 as a selectable shift position selecting device is disposed beside the driver's seat, for example.

  In FIG. 2, the shift lever 50 is in a neutral state where the power transmission path in the front drive unit 12 </ b> A is interrupted and the second motor generator MG <b> 2 is in a no-load state (free state), that is, a neutral state, and the output of the automatic transmission 20. “P (parking)”, which is a parking position (P position) for locking the shaft, “R (reverse)”, which is a reverse running position (R position) for reverse running, and neutral for the above neutral state “N (Neutral)”, which is the position (N position), is an automatic shift position for establishing automatic shift mode and executing automatic shift control within the change range of the changeable gear ratio γ of the automatic transmission 20. “D (drive)”, which is the forward automatic shift travel position (D position), or manual shift mode is established. Forward manual shift as a manual shift position for executing shift control of the automatic transmission 20 so as to achieve a gear ratio γ corresponding to a predetermined shift stage (gear stage) changed according to the shift operation of the shift lever 50 It is provided so as to be manually operated to “M (manual)” which is a traveling position (M position).

  In particular, the M position is provided, for example, adjacent to the width direction of the vehicle 10 at the same position as the D position in the front-rear direction of the vehicle 10, and automatic shifting is performed by operating the shift lever 50 to the M position. Any one of a plurality of gears preset and stored corresponding to a plurality of stepped gear ratios in the machine 20 is changed according to the operation of the shift lever 50. Specifically, the M position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle 10, and the shift lever 50 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, the speed is switched to any one of the above-described shift stages. Thereby, based on the user operation of the shift lever 50, it switches to a desired gear stage. The shift lever 50 is automatically returned to the M position from the upshift position “+” or the downshift position “−” by a biasing means such as a spring.

  Further, the vehicle 10 is provided with a shift operation device 54 that can perform a shift operation equivalent to the shift operation by the shift lever 50 to the upshift position “+” or the downshift position “−” in the M position. Yes. FIG. 3 is a diagram illustrating an example of a shift operation device 54 provided separately from the shift lever 50 for performing a shift operation. In FIG. 3, the speed change operation device 54 is a paddle switch 54 mounted on a steering wheel 56, and is provided with an upshift switch 58 and a downshift switch 60. For example, the upshift switch 58 and the downshift switch 60 can be operated to the driver side while holding the steering wheel 56 to perform a shift operation equivalent to the shift operation by the shift lever 50. Specifically, when the upshift switch 58 or the downshift switch 60 is operated while the shift lever 50 is operated to the M position, the shift speed is set to any one of the gear positions set in advance in the automatic transmission 20. Can be switched. As a result, in the manual shift mode, the desired shift stage is switched based on the user operation of the paddle switch 54. The paddle switch 54 is automatically returned to the initial position by a biasing means such as a spring.

  In this embodiment, even when the D position is selected by the shift lever 50, it is possible to temporarily shift to the manual shift mode by a shift operation using the paddle switch 54. Specifically, when the upshift switch 58 or the downshift switch 60 is operated while the shift lever 50 is operated to the D position, the shift mode is temporarily set to the manual shift mode, and the paddle switch 54 In accordance with a user operation, the automatic transmission 20 is switched to one of the above-described shift speeds.

  In addition, the shift operation by the shift lever 50 or the paddle switch 54 basically switches a plurality of gear stages set in the automatic transmission 20 in the manual shift mode by manual operation. Even in the second motor generator MG2 that transmits power without change, it is possible to apply the concept of such a shift operation. For example, the driving torque or the regenerative torque that can be output by the second motor generator MG2 is set in a stepwise manner, and the torque set in a stepwise manner is output according to the user operation of the shift lever 50 or the paddle switch 54. When traveling using only the second motor generator MG2 (that is, during motor traveling), the user feels as if acceleration or deceleration is generated in response to a shift operation in the automatic transmission 20 as if the gear is being switched. Can get a sense of For this reason, in the present embodiment, the torque set in stages is regarded as a gear stage for the sake of convenience, even during travel where the shift of the automatic transmission 20 is not related, for example, during motor travel. A plurality of gear stages are set as in the case of 20, and the concept of upshift operation and downshift operation is applied. Further, the shifting operation such as the upshift operation and the downshift operation leads to increase / decrease of the vehicle acceleration during driving and leads to increase / decrease of the vehicle deceleration during deceleration traveling. In particular, during deceleration traveling during motor traveling, the user operation by the shift lever 50 or the paddle switch 54 should be referred to as deceleration increase / decrease operation (deceleration decrease operation or deceleration increase operation) for increasing or decreasing the vehicle deceleration. Therefore, in this embodiment, this deceleration increase / decrease operation is handled in agreement with the shift operation (upshift operation or downshift operation) by the shift lever 50 or the paddle switch 54. Specifically, in this embodiment, a manual shift mode is provided as a manual mode in which the vehicle deceleration can be increased or decreased by a deceleration increase / decrease operation by the user, and the shift operation in the manual shift mode is performed in this manual mode. This corresponds to a deceleration increase / decrease operation by the user, that is, a user deceleration request. For example, the downshift operation corresponds to a deceleration increase operation for increasing the vehicle deceleration by a user operation, that is, a deceleration increase request for increasing the user's deceleration request. The upshift operation corresponds to a deceleration reduction operation for reducing the vehicle deceleration by a user operation, that is, a deceleration reduction request for reducing the user's deceleration request.

  Returning to FIG. 1, the vehicle 10 is provided with an electronic control device 100 including a control device related to, for example, hybrid drive control. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 100 includes output control of the engine 14, output control including regeneration control of the first motor generator MG1 and the second motor generator MG2, shift control of the automatic transmission 20, the first clutch C1 and the second clutch C2. Engagement control, etc. are executed, and are configured separately for engine control, rotary machine control, hydraulic control, etc. as necessary.

Input rotational speed of the electronic control device 100, for example, an engine signal indicative of the engine rotational speed N _E is the rotational speed of the rotational speed the engine 14 detected by the sensor 70, the automatic transmission 20 detected by the input rotation speed sensor 72 A transmission output which is an output rotational speed of the automatic transmission 20 corresponding to a vehicle speed V detected by a signal representing the transmission input rotational speed N _IN (that is, the input side pulley rotational speed N _CF ) and the output rotational speed sensor 74. A signal representing the rotational speed N _OUT (that is, the output pulley rotational speed N _CR ), and the first rotational machine rotational speed N _MG1 which is the rotational speed of the first motor generator MG1 detected by the first rotational machine rotational speed sensor 76. Signal, the second rotational speed of the second motor generator MG2 detected by the second rotating machine rotational speed sensor 78. Signal representing the rotating machine rotational speed N _MG2, accelerator opening Acc is an operation amount of the accelerator pedal as a driving force demand for vehicle 10 according to the detected driver by the accelerator opening sensor 80 (user) (driver request output) , A shift position (lever position, operation position) P _SH that is an operation position (including an upshift position “+” and a downshift position “−”) of the shift lever 50 detected by the shift position sensor 82. A signal representing a switch operation S _UP in the upshift switch 58 detected by the paddle switch 54, a signal representing a switch operation S _DN in the downshift switch 60 detected by the paddle switch 54, and a power storage detected by the battery sensor 84. Battery temperature TH of device 28 A signal representing _BAT , battery input / output current (battery charge / discharge current) I _BAT , battery voltage V _BAT , or the like is supplied. The electronic control unit 100 sequentially calculates the state of charge (charge capacity) SOC of the power storage device 28 based on, for example, the battery temperature TH _BAT , the battery charge / discharge current I _BAT , and the battery voltage V _BAT .

Further, from the electronic control unit 100, for example, an engine output control command signal S _{E for} controlling the output of the engine 14, and a rotating machine control command signal S for controlling the operation of the first motor generator MG1 and the second motor generator MG2. _M, the hydraulic pressure command signal S _P output for operating the solenoid valve (solenoid valve) and the like contained in the hydraulic control circuit 36 to control the hydraulic actuators of the first clutch C1 and second clutch C2 and the automatic transmission _20, the shift “P”, “R”, “N”, “D” corresponding to the position P _SH is displayed or selected in the manual shift mode at the M position (or when the paddle switch 54 is operated at the D position). Together with the driving mode (E: EV driving mode, S: series HEV driving mode, P: parallel HEV driving mode) A display signal S _DIS or the like for displaying on the indicator 86 is output.

FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 100. In FIG. 4, the vehicle state determination unit, that is, the vehicle state determination unit 102 determines whether or not the shift position P _SH of the shift lever 50 is the D position, for example. Further, the vehicle state determination unit 102 determines whether or not the shift position P _SH of the shift lever 50 is the M position.

The shift control unit, that is, the shift control means 104 performs shift control of the automatic transmission 20. For example, when the vehicle state determination unit 102 determines that the shift control unit 104 is in the D position, the shift mode is set to the automatic shift mode, and the vehicle speed V and the accelerator opening Acc (or transmission output torque T _OUT or the like) are set. And a target transmission input rotational speed N _IN ^* based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from a predetermined relationship (shift diagram, shift map) stored in advance as variables, and outputs a pressure command signal S _P for controlling the hydraulic actuators of the automatic transmission 20 so that the target transmission input rotational speed N _iN transmission input rotational speed N _iN toward ^* is changed to the hydraulic control circuit 36. As a result, the gear ratio γ is automatically controlled in the automatic transmission mode at the D position. Further, for example, when the vehicle state determination unit 102 determines that the shift control unit 104 is in the M position, the shift mode is set to the manual shift mode and the shift lever 50 or the paddle switch 54 is used without depending on the shift map. In response to a shift operation by the user in the hydraulic control circuit 36, a hydraulic command signal SP for changing a plurality of shift stages preset and stored in response to a plurality of stepped gear ratios in the automatic transmission 20 is _supplied to the hydraulic control circuit 36. Output. As a result, in the manual shift mode at the M position, the gear is switched to a desired gear position according to the user operation. Further, for example, when the paddle switch 54 is operated when the vehicle state determination unit 102 determines that the vehicle is in the D position, the transmission control unit 104 changes the transmission mode from the automatic transmission mode to the manual transmission mode temporarily. as, in accordance with the shift operation by a user in a paddle switch 54, a hydraulic pressure command signal S _P for changing a plurality of shift speeds that are stored are set in advance corresponding to the plurality of phased gear ratio in the automatic transmission 20 Output to the hydraulic control circuit 36. As a result, in the temporary manual shift mode at the D position, the gear is switched to a desired shift stage according to the user operation. Further, the shift control means 104 determines whether or not an automatic return condition for automatically returning from the temporary manual shift mode to the automatic shift mode is satisfied in the temporary manual shift mode at the D position, for example. When the automatic return condition is satisfied, the shift mode is returned to the D-position automatic shift mode. It should be noted that the automatic return condition is that, for example, when the accelerator-on state continues for a certain period of time or more at the same shift stage in the temporary manual shift mode, acceleration is accelerated at the selected shift stage because the accelerator opening Acc is large. This is established when there is a shortage or when the vehicle 10 is stopped.

  The hybrid control unit, that is, the hybrid control means 106 functions as an engine drive control means for controlling the drive of the engine 14, and serves as a drive power source or generator by the first motor generator MG 1 and the second motor generator MG 2 via the inverter 26. And a function as a clutch control means for controlling the operation of the first clutch C1 and the second clutch C2 via the hydraulic control circuit 36. The hybrid drive control by the engine 14 and the rotating machine MG is executed by the function. For example, the hybrid control means 106 travels by switching a plurality of types of travel modes shown in FIG.

  Specifically, in FIG. 5, in the EV travel mode, the first clutch C1 and the second clutch C2 are both released (that is, the power transmission path is disconnected), and the engine 14 is disconnected from the driving force transmission path. In this state, the engine 14 is stopped and the first motor generator MG1 is in a no-load state (a free rotation state where the torque is zero), and the second motor generator MG2 is controlled to perform power running and travels forward or backward. In the series HEV traveling mode, the first motor generator MG1 is driven to rotate by operating the engine 14 in a state where both the first clutch C1 and the second clutch C2 are released and the engine 14 is disconnected from the driving force transmission path. At the same time, while the first motor generator MG1 is controlled to generate electricity (that is, regenerative control), the second motor generator MG2 is controlled to perform power running in the same manner as in the EV travel mode, and travels forward or backward. At this time, the electric power obtained by first motor generator MG1 is supplied to second motor generator MG2 or used for charging power storage device 28. The power running control means that the motor generator is used as an electric motor, and the power generation control means that the motor generator is used as a generator. In the embodiment of FIG. 5, the first clutch C1 and the second clutch C2 are both released in order to disconnect the engine 14 from the driving force transmission path, but at least the first clutch C1 and the second clutch C2 One may be in a released state. As described above, in the EV traveling mode and the series HEV traveling mode, motor traveling can be performed in which only the second motor generator MG2 is used as a driving force source in a state where at least one of the first clutch C1 and the second clutch C2 is released. This is the first traveling mode.

  Further, the parallel HEV traveling mode is performed by connecting the engine 14 to the driving force transmission path with the first clutch C1 and the second clutch C2 both engaged (that is, with the connection of the power transmission path connected). 14 is a second traveling mode in which traveling can be performed using 14 as a driving force source, and includes three types of sub-modes of parallel HEV [1]-[3]. In the parallel HEV [1] (the parallel HEV travel mode in a narrow sense) that is the top sub-mode, the engine 14 is operated and the first motor generator MG1 is controlled by powering to drive the engine 14 and the first motor generator MG1. The vehicle travels as a force source, and the second motor generator MG2 is in a no-load state. In this parallel HEV [1], the second motor generator MG2 may be power-running controlled instead of the first motor generator MG1, or both the first motor generator MG1 and the second motor generator MG2 are power-running controlled to drive power. May be generated. In parallel HEV [2] (series parallel HEV running mode), which is the second sub-mode, the engine 14 is operated and the second motor generator MG2 is controlled to perform powering, thereby driving the engine 14 and the second motor generator MG2. While traveling as a source, the first motor generator MG1 is controlled to generate power. At this time, the electric power obtained by first motor generator MG1 is supplied to second motor generator MG2 or used for charging power storage device 28. In the parallel HEV [2], the first motor generator MG1 may be used as a driving force source by performing power running control, and the second motor generator MG2 may be controlled to generate power. Parallel HEV [3] (engine travel mode), which is the third sub-mode, is a travel mode in which the engine 14 is operated and travels using only the engine 14 as a driving force source. The first motor generator MG1 and the second motor All the generators MG2 are in a no-load state.

  The parallel HEV [1] can generate a large driving force compared to the parallel HEV [3]. For example, the first motor assists when acceleration is required when the accelerator opening Acc is increased or when traveling at high speed. The generator MG1 is quickly switched from the parallel HEV [3] to the parallel HEV [1] by the power running control. Parallel HEV [2] is also implemented in the same manner as parallel HEV [1]. For example, when the storage capacity SOC of the power storage device 28 is relatively large, parallel HEV [1] is executed, and the charge capacity SOC is relatively low. If it is less, parallel HEV [2] is executed.

  The hybrid control means 106 travels by switching between the EV travel mode, the series HEV travel mode, and the parallel HEV travel mode in accordance with a predetermined mode switching condition. For example, as shown in FIG. 6, the mode switching condition is set in advance as a two-dimensional mode switching map using the required driving force such as the accelerator opening Acc and the vehicle speed V as parameters, and is lower than the ES switching line (solid line). The driving force, the low vehicle speed side is an EV region where the vehicle travels in the EV traveling mode, and the space between the ES switching line and the SP switching line (one-dot chain line) is the series HEV region which travels in the series HEV traveling mode. The parallel HEV region in which the higher required driving force and the higher vehicle speed side travel in the parallel HEV traveling mode. Each of these switching lines is provided with a hysteresis (not shown) in order to prevent frequent switching of the travel mode due to a slight change in vehicle speed or a change in required driving force.

  Moreover, the hybrid control means 106 implements the deceleration traveling mode at the time of accelerator-decelerated traveling where the accelerator opening Acc is determined to be zero. For example, in the deceleration traveling mode during motor traveling (decelerated traveling mode during motor traveling, which will be described later) when the vehicle is decelerated during motor traveling in the EV traveling mode or the series HEV traveling mode, the first clutch C1 and the second clutch By performing power generation control (regeneration control) on the second motor generator MG2 that has been subjected to power running control while the clutch C2 is in a disengaged state, a braking force is applied to the vehicle 10 by only the second motor generator MG2 with rotational resistance by power generation control. (I.e., generating vehicle deceleration) and charging the power storage device 28 with the generated electric energy. Further, in the parallel travel deceleration travel mode when the travel is reduced during the travel in the parallel HEV travel mode, the first motor generator MG1 is maintained with both the first clutch C1 and the second clutch C2 engaged. In addition, the second motor generator MG2 is set to a no-load state or is subjected to power generation control so that the engine braking force is applied to the vehicle 10 by at least the rotational resistance of the engine 14 (that is, vehicle deceleration is generated).

The display control unit, that is, the display control means 108 illuminates the indicator 86 with a display (“P”, “R”, “N”, “D”) corresponding to the shift position P _SH at the P, R, N, D position. Let Further, the display control means 108 operates when the paddle switch 54 is operated at the M position or at the D position (that is, at the time of the temporary manual shift mode at the D position). That is, the indicator 86 is turned on with a display (for example, “1”, “2”, “3”, “4”, “5”, “6”) corresponding to the user's deceleration request. Further, in this manual shift mode, the display control means 108 displays on the indicator 86 (E, S, P) corresponding to the set travel mode (EV travel mode, series HEV travel mode, parallel HEV travel mode). Light up.

  Here, the vehicle 10 of the present embodiment travels by appropriately switching between the EV travel mode, the series HEV travel mode, and the parallel HEV travel mode. As is apparent from the map of FIG. 6, the driving force in the parallel HEV traveling mode in which the engine 14 is connected to the power transmission path is larger than that in the motor traveling (EV traveling mode, series HEV traveling mode). Is generated. Further, during deceleration traveling, in addition to being able to apply the engine brake, traveling in the parallel HEV traveling mode in which the first and second motor generators MG1 and MG2 are regeneratively controlled is only the regenerative control of the second motor generator MG2. Thus, it is possible to generate a larger vehicle deceleration than the motor running that generates the vehicle deceleration.

  FIG. 7 shows the range of vehicle deceleration that can be generated during motor travel (EV travel mode, series HEV travel mode) under the same conditions (for example, the same vehicle speed) and when traveling in parallel HEV travel mode. It is a figure which shows an example with the range of the vehicle deceleration which can be performed. In FIG. 7, when traveling in the parallel HEV traveling mode, a larger vehicle deceleration is generated as the gear ratio γ (Lo gear ratio side) on the low vehicle speed side becomes larger. It is feasible up to the speed range. Further, black circles ● shown in FIG. 7 represent vehicle deceleration set at each gear set in the manual shift mode. P1 is the lowest vehicle speed side gear stage (the lowest Lo gear stage and the first speed gear stage), which is the maximum gear ratio set in the parallel HEV driving mode, and P2-P8 is the first gear set in the parallel HEV driving mode. 2nd gear stage-8th gear stage. Further, E1 is the lowest vehicle speed side gear stage (the lowest Lo gear stage, the first speed gear stage) set in the EV traveling mode, and E2-E6 are the second speed gear stages set in the EV traveling mode, respectively. 6th gear stage. Further, S1 is the lowest vehicle speed side gear stage (the lowest Lo gear stage and the first speed gear stage) set in the series HEV driving mode, and S2-S6 are the second speed gears set in the series HEV driving mode, respectively. Stage—the sixth gear stage. Thus, in the present embodiment, the vehicle reduction at each gear stage P3-P8 during traveling in the parallel HEV traveling mode at each gear stage (E1, S1)-(E6, S6) during motor traveling. It is set so that the vehicle deceleration equivalent to the speed can be obtained.

  More specifically, the hybrid control means 106 performs the gear stages as shown in FIG. 7 according to the shift operation of the user using the shift lever 50 or the paddle switch 54 in accordance with each travel mode during the deceleration travel. The vehicle deceleration corresponding to is generated. By the way, when the lowest gear stage (E1, S1) is selected during motor travel (EV travel mode, series HEV travel mode), further downshift operation using the shift lever 50 or the paddle switch 54 is performed. Even if it is done, the vehicle deceleration corresponding to the downshift operation cannot be realized only by the second motor generator MG2. That is, the lowest Lo gear stage (E1, S1) is a gear stage that can generate the vehicle deceleration of the limit that can be realized only by the second motor generator MG2 during the deceleration traveling by the motor traveling, and therefore in the parallel HEV traveling mode. Even if the user further downshifts from the lowest gear (E1, S1) in anticipation of the vehicle deceleration generated during traveling, the user requests (expects) during deceleration traveling by motor traveling. ) Vehicle deceleration cannot be generated.

Therefore, the electronic control device 100 according to the present embodiment reduces the number of users when the vehicle 10 is traveling with the engine 14 being disconnected from the front drive wheels 16 (that is, when the motor 10 is traveling). A first deceleration mode (hereinafter referred to as a first deceleration mode) in which vehicle deceleration corresponding to the speed request is output only by the second motor generator MG2, and at least both the first clutch C1 and the second clutch C2 are engaged. The engine 14 includes a second deceleration mode (hereinafter referred to as a second deceleration mode) in which a part of the vehicle deceleration is generated. That is, in addition to the first deceleration mode, which is a narrow motor driving deceleration traveling mode in which the vehicle deceleration is generated only by the second motor generator MG2 described above as a broad motor traveling deceleration driving mode, a parallel traveling deceleration traveling mode is provided. Is provided with a second deceleration mode corresponding to. The second deceleration mode is selected when a driver makes a deceleration request for generating a vehicle deceleration larger than the vehicle deceleration that can be realized in the first deceleration mode. The vehicle deceleration larger than the vehicle deceleration that can be realized in the first deceleration mode is a vehicle deceleration exceeding the vehicle deceleration that can be generated at the rating (maximum output) of the second motor generator MG2, and the second rotating machine. Generated by the second motor generator MG2 whose output (regeneration amount) is limited by conditions such as the vehicle speed V corresponding to the rotational speed _NMG2 and the charge capacity SOC of the power storage device 28 to which the regenerative power of the second motor generator MG2 is supplied. A vehicle deceleration exceeding the possible vehicle deceleration is assumed.

  Specifically, when the vehicle deceleration requested by the user during deceleration traveling by motor traveling cannot be realized only by the second motor generator MG2, for example, the user performs a downshift operation during deceleration traveling by motor traveling. If the vehicle deceleration corresponding to the downshift operation cannot be realized only by the second motor generator MG2 when the operation is performed, that is, it corresponds to the maximum regenerative torque that can be output by the second motor generator MG2 during the deceleration traveling by the motor traveling. When a vehicle deceleration that exceeds the MG2 maximum vehicle deceleration is requested, that is, when the downshift operation is performed from the lowest Lo gear stage (E1, S1) during the deceleration traveling by the motor traveling, the second motor Downshift to a lower vehicle speed side only during the time when it cannot be realized only by the generator MG2 (that is, the lowest gear stage (E1, S1)) Only during the operation, the vehicle temporarily shifts to the second deceleration mode (decelerated travel mode during parallel travel) to generate at least the vehicle deceleration requested by the engine 14.

  For example, as shown in FIG. 8, in motor travel, from the highest Hi gear stage (E6, S6) to the lowest Lo gear stage (E1, S1), the first deceleration mode (the reduced speed travel mode during motor travel in a narrow sense) is performed. Thus, vehicle deceleration (for example, vehicle deceleration 1-6 in FIG. 8) corresponding to the speed change operation is generated. In addition, in motor travel, in response to a downshift operation from the lowest gear (E1, S1), the mode shifts to the parallel HEV travel mode and travels in the parallel travel deceleration travel mode in the second deceleration mode. Vehicle deceleration (for example, decelerations 7 and 8 in FIG. 8) is generated. FIG. 8 is a chart showing the same relationship as in FIG. 7. In particular, in motor driving (EV driving mode, series HEV driving mode), it is further down than the lowest Lo gear stage (E1, S1). When the shift operation is performed, gear stages P2 and P1 corresponding to the decelerations 7 and 8 in the parallel HEV traveling mode are newly set. This is because, for example, the second motor generator MG2 generates a large torque in the high rotation region both during power running and during regeneration, as is apparent from the isoefficiency line (map, relationship) of the second motor generator MG2 shown in FIG. I can't let you. On the other hand, the higher the rotational speed of the engine 14, the larger the friction (rotational resistance) becomes, and a large engine brake is generated. Therefore, it is meaningful to use the engine brake, the engine brake, and the regenerative brake in a rotational speed range where it is difficult to achieve a desired vehicle deceleration with only the second motor generator MG2. Note that the transition to the parallel HEV travel mode in motor travel is temporary until tired, and for example, each gear stage (E1, S1)-(E6, S6) that can generate vehicle deceleration only by the second motor generator MG2. When an upshift operation is performed, the vehicle returns to motor travel, and a vehicle deceleration corresponding to a shift operation by the user is generated by the motor travel.

  More specifically, returning to FIG. 4, the vehicle state determination unit 102 determines whether or not the hybrid control unit 106 is decelerating while the motor is running, for example, and whether or not the accelerator is off while the motor is running. Judgment based on. Moreover, the vehicle state determination means 102 determines whether it is set to the lowest Lo gear stage (E1, S1), for example at the time of decelerating traveling during motor traveling.

The downshift operation determination unit, that is, the downshift operation determination means 110 determines whether or not the downshift operation in the manual shift mode using, for example, the shift lever 50 or the paddle switch 54 has been performed. The determination is based on a signal indicating the shift position P _SH corresponding to “−” or a signal indicating the switch operation S _DN in the downshift switch 60. Further, the downshift operation determination means 110 determines whether or not a downshift operation to the lowest Lo gear stage (E1, S1) in the manual shift mode has been performed, for example.

  When it is determined by the vehicle state determination means 102 that the vehicle is decelerated while the motor is running, the hybrid control means 106 generates a vehicle deceleration according to the current gear stage only by the second motor generator MG2, or Alternatively, the vehicle deceleration corresponding to the shift operation by the user in the manual shift mode is generated only by the second motor generator MG2.

  Further, the hybrid control means 106 is operated when the vehicle state determination means 102 determines that the lowest gear position (E1, S1) is set at the time of deceleration while the motor is running (or by the downshift operation determination means 110). If it is determined that the downshift operation has been performed by the downshift operation determination means 110 (when it is determined that the downshift operation to the lowest gear position (E1, S1) has been performed), The vehicle is shifted to the parallel HEV traveling mode, and at least the engine braking by the engine 14 generates a vehicle deceleration corresponding to the downshift operation (see, for example, P2 and P1 in the EV traveling mode or the series HEV traveling mode in FIG. 8). From the viewpoint of generating the requested vehicle deceleration when the user actively requests a vehicle deceleration greater than the vehicle deceleration at the lowest gear (E1, S1), the hybrid control means 106 is used. For example, when a further downshift operation from the lowest Lo gear stage (E1, S1) is continuously performed for a predetermined time or longer, the mode may be temporarily shifted to the parallel HEV travel mode. Therefore, the downshift operation determination unit 110 determines whether the downshift operation has been continuously performed for a predetermined time or more. The predetermined time is, for example, a downshift operation determination value that is experimentally obtained and stored in advance for determining that the user is actively performing the downshift operation.

  In addition, the hybrid control means 106 may, for example, temporarily shift to the parallel HEV travel mode, stop driving at a reduced speed, shift from the manual shift mode to the automatic shift mode, When an upshift operation to each gear stage (E1, S1)-(E6, S6) capable of generating vehicle deceleration only by motor generator MG2 is performed, the motor travels back.

Here, as described above, there are two traveling modes for motor traveling: an EV traveling mode in which the engine 14 is stopped, and a series HEV traveling mode in which the engine 14 is operating. Therefore, when the series HEV travel mode is changed to the parallel HEV travel mode, the engine rotational speed _{NE is set} to the synchronous rotational speed (by the rotational control of the engine 14 itself (or the rotational control of the engine 14 itself and the control of the first motor generator MG1)). Alternatively, the fuel cut of the engine 14 is executed in the state of synchronous rotation speed + predetermined margin), and then the parallel HEV running mode is immediately set. Synchronous rotational speed of the engine 14, a synchronous rotational speed after the connection of the first clutch C1 and second clutch C2, be the engine speed N _E at the shift speed requested by shift operation, for example, the manual shift mode The transmission output rotational speed N _OUT is uniquely calculated from the transmission gear ratio γ of the automatic transmission 20 corresponding to the requested shift speed. On the other hand, when the transition from EV running mode to the parallel HEV drive mode without igniting the engine 14, the action of the engine brake while raising the engine rotational speed N _E by the front drive wheels 16 side Tsuremawasu the engine 14. However, since there is a possibility that the deceleration shock becomes large (the vehicle deceleration is excessive), for example, the engine braking force may be controlled by controlling the torque capacity of the second clutch C2, or the power running control of the first motor generator MG1. the may assist raising of the synchronous rotational speed until the engine rotational speed N _E of the engine 14. Or, in preparation for the transition to the parallel HEV driving mode, when the vehicle is in the lowest Lo gear stage (E1) during the reduced speed running in the EV driving mode (or downshift operation to the lowest Lo gear stage (E1)). In the case where the engine is operated, the engine 14 may be started to enter the series HEV travel mode (see, for example, E1 (/ S1) in the EV travel mode in FIG. 8). In the case of shifting from the EV traveling mode to the parallel HEV traveling mode without passing through the series HEV traveling mode, for example, the starting power for starting the engine 14 is larger than that when passing through the series HEV traveling mode. This eliminates the need for fuel consumption to keep the engine 14 in an operating state, so that the vehicle deceleration can be obtained without sacrificing fuel consumption.

  In addition, the hybrid control means 106 determines that the lowest gear stage (E1) is set by the vehicle state determination means 102 (or is determined by the downshift operation determination means 110 when the vehicle is decelerating while traveling in the EV travel mode). If it is determined that a downshift operation to the Lo gear stage (E1) has been performed), the engine 14 is started to shift to the series HEV travel mode.

  For example, in the manual shift mode, the display control unit 108 displays in accordance with the set travel mode (EV travel mode, series HEV travel mode, parallel HEV travel mode) and responds to the gear selected in the manual shift mode. The indicator 86 is turned on. Specifically, as shown in FIG. 8, the display control means 108 changes E6-E1 (/ S1), P2, and P1 according to the shifting operation in the EV traveling mode, and shifts the shifting operation in the series HEV traveling mode. Accordingly, S6-S1, P2, and P1 are turned on in the indicator 86, and P8-P1 is turned on in the indicator 86 in accordance with the shift operation in the parallel HEV running mode.

  FIG. 10 is a flowchart for explaining the control operation of the electronic control device 100, that is, the control operation for appropriately generating the vehicle deceleration requested by the user when the motor is running. It is repeatedly executed with an extremely short cycle time of about 10 msec.

  In FIG. 10, first, in step (hereinafter, step is omitted) S10 corresponding to the vehicle state determination means 102, for example, whether or not the vehicle is decelerating during motor travel (EV travel mode, series HEV travel mode). Determined. If the determination in S10 is negative, this routine is terminated. If the determination is affirmative, in S20 corresponding to the hybrid control means 106, for example, the vehicle deceleration corresponding to the current gear stage is performed only by the second motor generator MG2. The vehicle deceleration corresponding to the shift operation by the user in the manual shift mode is generated only by the second motor generator MG2. Next, in S30 corresponding to the vehicle state determination means 102 and the downshift operation determination means 110, it is determined whether or not, for example, the lowest Lo gear stage (E1, S1) is set, or the lowest Lo gear stage (E1, S1). It is determined whether or not a downshift operation to S1) has been performed. If the determination in S30 is affirmative, in S40 corresponding to the hybrid control means 106, for example, if the motor is running in the EV running mode, the engine 14 is started and the series HEV running mode is entered. Next, in S50 corresponding to the downshift operation determination means 110, for example, it is determined whether or not a downshift operation has been performed, more specifically, whether or not the downshift operation has been performed continuously for a predetermined time or more. . On the other hand, if the determination in S30 is negative, in S60 corresponding to the hybrid control means 106, for example, because the motor is running in the EV running mode in S40, the engine 14 is started and the series HEV running is started. If the mode has been changed, the engine 14 is stopped and returned to the EV mode.

  If the determination in S50 is negative, the process returns to S30. If the determination is positive, hybrid control means 106 and display control means 108 corresponding to S70 are temporarily shifted to the parallel HEV travel mode, for example. Vehicle deceleration corresponding to the downshift operation is generated by engine braking by the engine 14. At this time, for example, even in the EV traveling mode or the series HEV traveling mode, the gear stage display (for example, P2, P1) similar to that in the parallel HEV traveling mode corresponding to the downshift operation is lit on the indicator 86. Next, in S80 corresponding to the vehicle state determination means 102, for example, the vehicle is not decelerated, or up to each gear stage (E1, S1)-(E6, S6) that can generate vehicle deceleration only by the second motor generator MG2. It is determined whether or not either a shift operation has been performed or a transition from the manual transmission mode to the automatic transmission mode has been established. If the determination in S80 is negative, in S90 corresponding to the hybrid control means 106, for example, the temporary parallel HEV traveling mode is continued. On the other hand, when the determination in S80 is affirmative, in S100 corresponding to the hybrid control means 106, for example, the traveling in the temporary parallel HEV traveling mode is returned to the motor traveling.

  As described above, according to the present embodiment, when the motor travels, the first deceleration mode (narrowly defined motor travel) outputs the vehicle deceleration corresponding to the user's deceleration request only by the second motor generator MG2. And a second deceleration mode (corresponding to a parallel traveling deceleration traveling mode) in which the first clutch C1 and the second clutch C2 are connected together and at least a part of the vehicle deceleration is generated by the engine 14. However, for example, the vehicle deceleration requested by the user that cannot be realized in the first deceleration mode can be achieved. In this way, the vehicle deceleration requested by the user can be appropriately generated when the motor is running. That is, it is possible to meet a wide range of deceleration demands of users.

The second aspect of the invention is the vehicle control apparatus according to the first aspect of the invention, wherein the second deceleration mode generates a vehicle deceleration larger than a vehicle deceleration that can be realized in the first deceleration mode. Therefore, the vehicle deceleration requested by the user, which cannot be realized only by the second motor generator MG2, can be achieved. Further, for example, when the vehicle deceleration requested by the user is realized only by the second motor generator MG2, the first deceleration mode is selected, and it is as if only the second motor generator MG2 is used during motor running. It can be felt as if a vehicle deceleration that cannot be realized is generated. Further, for example, when the EV switch for selecting the motor running is turned on, the engine brake can be applied depending on the magnitude of the vehicle deceleration requested by the user. Further, even in the EV traveling mode or the series HEV traveling mode, the gear stage display (for example, P2, P1) similar to that in the parallel HEV traveling mode corresponding to the downshift operation is lit on the indicator 86. As described above, for example, when a user's deceleration request (downshift operation) for increasing the vehicle deceleration is made during the deceleration traveling in the first deceleration mode, the vehicle deceleration requested by the user is appropriately set. Can be generated. For example, the deceleration request exceeding the vehicle deceleration that can be generated at the rating (maximum output) of the second motor generator MG2, the vehicle speed V corresponding to the second rotating machine rotational speed _NMG2 , and the regenerative power of the second motor generator MG2 are When a deceleration request exceeding the vehicle deceleration that can be generated by the second motor generator MG2 whose output is limited by conditions such as the charge capacity SOC of the power storage device 28 supplied, the second deceleration mode is set. By being selected, the vehicle deceleration requested by the user can be appropriately generated.

Further, according to the present embodiment, when the driver makes a deceleration request for generating a limit vehicle deceleration that can be realized in the first deceleration mode, that is, motor traveling (EV traveling mode and series). When a downshift operation to the lowest vehicle speed side (lowest gear stage) that can generate the vehicle deceleration of the limit that can be realized only by the second motor generator MG2 is performed during deceleration traveling in the HEV traveling mode), the engine When the engine 14 is not operating, the engine 14 is started to shift to the series HEV traveling mode. Therefore, when the second deceleration mode is selected by performing a further downshift operation (that is, the parallel HEV traveling mode). Can be prepared for. This is because, when shifting from the first deceleration mode to the second deceleration mode, the first and second clutches C1 and C2 are brought close to a certain degree to the synchronous rotational speed after the first and second clutches C1 and C2 are connected. If not engaged, there is a possibility that deceleration more than the vehicle deceleration corresponding to the downshift operation will occur and the deceleration shock may increase. Therefore, the engine 14 is operated in preparation for the transition to the second deceleration mode. and leave to because it is desirable to synchronize the engine rotational speed N _E. When the engine 14 shifts to the second deceleration mode while the engine 14 is stopped, no engine starting power is required, and fuel consumption for keeping the engine 14 in operation is eliminated, so that fuel efficiency is not sacrificed. The effect that vehicle deceleration can be obtained is obtained. In this case, for example, torque capacity control of the second clutch C2 may be executed so as to suppress an increasing gradient of the vehicle deceleration in order to suppress a deceleration shock when shifting to the second deceleration mode, for example. .

  According to the present embodiment, since the user's deceleration request is a shift operation (deceleration increase / decrease operation) by the user in the manual shift mode, the vehicle deceleration corresponding to the shift operation in the manual shift mode requested by the user is performed. Can be appropriately generated.

  Further, according to the present embodiment, the minimum vehicle speed side (maximum vehicle speed) that can generate the vehicle deceleration of the limit that can be realized only by the second motor generator MG2 during the deceleration traveling in the motor traveling (EV traveling mode and series HEV traveling mode). When a downshift operation for generating a vehicle deceleration larger than the limit vehicle deceleration is continuously performed by the user for a predetermined time or more in a state where the vehicle is downshifted to the (Lo gear stage). Since the 2-deceleration mode is selected, it is possible to appropriately generate a vehicle deceleration larger than usual that is actively requested by the user.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the above-described embodiment, for example, as shown in FIG. 8, in the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode, the correspondence relationship between the numerical value of each gear stage and the magnitude of the vehicle deceleration is different. The user display is such that the gears set by the speed change operation for each traveling mode are respectively lit on the indicators 86. Therefore, there is a possibility that the numerical value of each gear stage and the magnitude of the vehicle deceleration are different between the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode, and the vehicle deceleration feeling received from the user display may not match. In EV driving mode and series HEV driving mode, the numerical value may change as “(E2, S2) ← → (E1, S1) ← → P2 ← → P1” depending on the speed change operation. Compared with the change of the numerical value such as “large numerical value ← → small numerical value”, a sense of incongruity may occur. Therefore, in the present embodiment, regardless of whether the EV traveling mode, the series HEV traveling mode, or the parallel HEV traveling mode, the first deceleration mode or the second deceleration mode is used. First, for the shift operation by the user for generating the same vehicle deceleration, the user display for clearly indicating the shift operation to the user is the same. FIG. 11 is a chart showing an example of a user display for each gear stage in addition to FIG. In FIG. 11, also in the EV traveling mode and the series HEV traveling mode, the same numerical value as the value of each gear stage in the parallel HEV traveling mode is set as the user display. That is, in the gear stage in which the same vehicle deceleration is set, the same numerical user display is set regardless of the EV travel mode, the series HEV travel mode, and the parallel HEV travel mode. The display control means 108 is set in advance in the gear stage selected in each travel mode (EV travel mode, series HEV travel mode, parallel HEV travel mode) in the manual shift mode, for example, as shown in FIG. The user display is lit on the indicator 86.

  As described above, according to the present embodiment, the same effects as those of the above-described embodiment can be obtained, and the EV travel mode, the series HEV travel mode, or the parallel HEV travel mode is obtained. In addition, for a shift operation by a user for generating the same vehicle deceleration regardless of the first deceleration mode or the second deceleration mode, a user for clearly indicating the shift operation to the user Since the display is the same, it is possible to give the same vehicle deceleration feeling in the same user display in the EV travel mode, the series HEV travel mode, and the parallel HEV travel mode. Further, even when the first deceleration mode and the second deceleration mode are switched, the consistency between the user display and the vehicle deceleration feeling felt by the user is improved.

  FIG. 12 is a diagram illustrating a schematic configuration of a power transmission path in a drive device 210 that constitutes another hybrid vehicle 200 to which the present invention is applied. In FIG. 12, the drive device 210 includes an engine 14, a first motor generator MG <b> 1, and a second motor generator MG <b> 2, and includes a front drive unit 210 </ b> A that drives the front drive wheels 16. In other words, the drive device 210 is arranged such that the second motor generator MG2 drives the front drive wheels 16 with the drive device 12 of the first embodiment, and includes a rear drive unit that drives the rear wheels. The main difference is that it does not have. Therefore, in this hybrid vehicle 200, the rear wheel is not a driving wheel but a driven wheel.

  The front drive unit 210A is arranged in order from the engine 14 side in the power transmission path between the engine 14 and the engine 14 and the front drive wheels 16, and is connected in series to each other, the first motor generator MG1, In addition to including the one clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, and the front differential gear unit 24, the output side (front drive wheel 16 side) of the second clutch C2 Is further provided with a second motor generator MG2 coupled to the power transmission. As described above, the engine 14 has the front drive wheel through the first motor generator MG1, the first clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, and the front differential gear device 24 in this order. 16. The second motor generator MG2 is connected to the front driving wheel 16 through the first gear pair 22 and the front differential gear device 24 in order, and is arranged so as to be able to transmit driving force to the front driving wheel 16. ing.

  The hybrid vehicle 200 also includes the electronic control device 100 as in the vehicle 10 of the first embodiment, and the hybrid vehicle 200 travels by switching between the various travel modes shown in FIG. 5, and the control operation is performed according to the flowchart of FIG. Is called. Therefore, also in the present embodiment, substantially the same function and effect as in the first and second embodiments can be obtained.

  FIGS. 13A and 13B are diagrams illustrating still another hybrid vehicle 250 to which the present invention is applied. FIG. 13A is a schematic configuration diagram, and FIG. 13B is a diagram illustrating various travel modes. In FIG. 13A, the hybrid vehicle 250 includes an engine 14, a first clutch C1, a first motor generator MG1, a second clutch C2, and a second motor generator MG2 connected in series on a common axis. An output gear 252 provided between the second clutch C2 and the second motor generator MG2 is meshed with the ring gear 254 of the front differential gear device 24. The hybrid vehicle 250 does not include a so-called transmission such as a stepped transmission or a continuously variable transmission. Also in this hybrid vehicle 250, as shown in FIG. 13 (b), the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode having three sub modes are possible as in the first embodiment. The control device 100 switches the travel modes and travels, and the control operation is performed according to the flowchart of FIG.

  In this embodiment, the second clutch C2 that disconnects the engine 14 from the driving force transmission path in the EV traveling mode and the series HEV traveling mode connects the engine 14 and the first motor generator MG1 to the front driving wheel 16. Corresponds to a connection / disconnection device that can be disconnected. Therefore, switching between connection and disconnection of the connection / disconnection device is controlled by engagement and release of the second clutch C2. Therefore, also in the present embodiment, substantially the same function and effect as in the first and second embodiments can be obtained.

  FIG. 14 is a diagram illustrating still another hybrid vehicle 260 to which the present invention is applied. FIG. 14A is a schematic configuration diagram, and FIG. 14B is a diagram illustrating various travel modes. In FIG. 14A, the hybrid vehicle 260 is connected to the engine 14, the first motor generator MG1, the second motor generator MG2, and the output gear 264 via the planetary gear unit 262. The first clutch C1 is provided between the motor generator MG1 and the first motor generator MG1 is connected to the ring gear R of the planetary gear device 262 via the second clutch C2. The ring gear R is fixed by a brake 266 so as not to rotate. The second motor generator MG2 is connected to the sun gear S of the planetary gear device 262, the output gear 264 is connected to the carrier CA, and the output gear 264 is meshed with the ring gear 268 of the front differential gear device 24. Also in this hybrid vehicle 260, as shown in FIG. 14B, the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode are possible as in the first embodiment. The vehicle travels while switching the travel mode, and the control operation is performed according to the flowchart of FIG.

  In this embodiment, the second clutch C2 that disconnects the engine 14 from the driving force transmission path in the EV traveling mode and the series HEV traveling mode connects the engine 14 and the first motor generator MG1 to the front driving wheel 16. Corresponds to a connection / disconnection device that can be disconnected. Therefore, switching between connection and disconnection of the connection / disconnection device is controlled by engagement and release of the second clutch C2. Therefore, also in the present embodiment, substantially the same function and effect as in the first and second embodiments can be obtained.

  In FIG. 14B, in the EV traveling mode, the brake 266 is fixed and the second motor generator MG2 is controlled by powering, but the brake 266 is released and the second clutch C2 is connected. It is also possible to travel with power running control of both motor generator MG1 and second motor generator MG2. In parallel HEV traveling mode, two types of sub-modes, parallel HEV [1] and [2], are possible, and parallel HEV [1], which is an upper sub-mode, is a narrowly-defined parallel HEV traveling mode, and engine 14 and the second motor generator MG2 are used as driving force sources. Parallel HEV [2], which is the lower sub-mode, is a series parallel HEV running mode, and the first motor generator MG1 is controlled to generate power in the parallel HEV [1].

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in the above-described embodiment, the first motor generator MG1 coupled to the engine 14, the connection / disconnection device capable of disconnecting and connecting the engine 14 and the first motor generator MG1, and the driving force can be transmitted to the wheels. Although the present invention is applied to a hybrid vehicle including the second motor generator MG2 disposed, the present invention is not necessarily limited thereto. For example, it is only necessary to include at least a rotating machine arranged to transmit driving force to wheels, for example, a vehicle that does not include the first motor generator MG1 and includes only the second motor generator MG2 as the rotating machine. The present invention can be applied.

  In the first to third embodiments described above, the first motor generator MG1 is provided between the engine 14 and the first clutch C1. However, the present invention is not limited to this. For example, the engine 14 is connected to the first motor generator MG1 and the first clutch C1. You may provide between 1 clutch C1.

  In the above-described first to third embodiments, the automatic transmission 20 is a belt-type continuously variable transmission. However, the automatic transmission 20 is not limited to this. For example, a planetary gear type stepped automatic transmission or a parallel shaft type automatic transmission ( Alternatively, other known transmissions such as a manual transmission may be used. Further, the automatic transmission 20 is not necessarily provided.

  Further, in the above-described first to third embodiments, the first clutch C1 and the second clutch C2 are provided as the connection / disconnection device capable of connecting / disconnecting the engine 14 to / from the wheel. However, the present invention is not necessarily limited thereto. For example, it is sufficient that at least one engagement device capable of disconnecting and connecting the engine 14 with respect to the wheel is provided as the connection / disconnection device. Further, when the automatic transmission 20 is a belt-type continuously variable transmission as in the above-described embodiment 1-3, the output rotation is performed by engaging the clutch C and the brake B instead of the first clutch C1. A known forward / reverse switching device capable of switching between positive and negative with respect to the input rotation may be used. In this case, the clutch C and the brake B correspond to the first clutch C1. Further, for example, when the automatic transmission 20 is a planetary gear type automatic transmission, the first clutch C1 constitutes a part of the planetary gear type automatic transmission and releases the planetary gear type automatic transmission by being released. The engaging device may be in a neutral state.

  Further, in the above-described embodiment 1-3, if a downshift operation is performed during motor travel (EV travel mode, series HEV travel mode) in which the lowest gear (E1, S1) is selected, In order to shift to the parallel HEV traveling mode, the first clutch C1 and the second clutch C2 both need to be engaged. For example, in the manual shift mode during motor traveling, the preparation is made for the transition to the parallel HEV traveling mode. Thus, the responsiveness may be improved by preliminarily engaging one of the first clutch C1 and the second clutch C2 with the other engaged. In this case, it is preferable that the first clutch C1 is engaged while the second clutch C2 is disengaged. This is because if the second clutch C2 is engaged, the inertia of the automatic transmission 20 is raised, and there is a possibility that vehicle deceleration occurs on the front drive wheel 16 side.

Further, in the above-described first to third embodiments, in preparation for the transition to the parallel HEV traveling mode, the engine 14 is started and the series HEV traveling mode is set in the EV traveling mode at the lowest gear position. In the case of the mode, since the engine 14 is originally started to stop, the engine speed after the start is compared with the case of the series HEV travel mode in order to suppress the user's uncomfortable feeling. _NE may be lowered (for example, idle rotation speed). In the case of series HEV mode when the uppermost Lo gear stage may be allowed to control the synchronous rotation speed of the engine rotational speed N _E at this point.

  Further, in the above-described embodiment, the manual shift mode is a gear-fixed mode in which the shift stage (gear stage) is designated according to the operation of the shift lever 50 or the paddle switch 54. The shift range may be fixed so as to set a so-called manual range that restricts the use of the high speed side (high vehicle speed side).

  In the above-described embodiment, the engine 14 is fuel-cut when the engine brake is applied to generate the vehicle deceleration in the parallel HEV traveling mode. For example, the engine 14 is input from at least the front drive wheel 16 side to the engine 14 side. Since it is sufficient that the driven state is such that the engine torque is smaller than the torque to be generated, it is not always necessary to execute the fuel cut.

  In the above-described fourth embodiment, the hybrid vehicle 250 does not necessarily include the first clutch C1. The hybrid vehicle 250 includes a speed increasing gear (for example, a gear pair having a high speed gear ratio (high gear ratio) smaller than 1) on the engine 14 side of the output gear 252 via the speed increasing gear. The power of the engine 14 may be transmitted to the output gear 252. With such a configuration, for example, motor travel is performed during low vehicle speed travel, and engine travel (travel in parallel HEV travel mode including assist travel by the motor generator MG) is performed more appropriately during high vehicle speed travel. be able to.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10, 200, 250, 260: Hybrid vehicle (vehicle)
14: Engine 16: Front drive wheel (wheel)
18: Rear drive wheel (wheel)
100: Electronic control device (control device)
C1: First clutch (connecting / disconnecting device)
C2: Second clutch (connecting / disconnecting device)
MG2: Second motor generator (rotating machine)

Claims (6)

A vehicle control device comprising: an engine; a connection / disconnection device capable of connecting / disconnecting the engine to / from the wheel; and a rotating machine arranged to transmit a driving force to the wheel,
When the vehicle is running with the engine shut off from the wheels,
A first deceleration mode for outputting a vehicle deceleration corresponding to the driver's deceleration request only by the rotating machine;
A vehicle control device comprising: a second deceleration mode in which the connection / disconnection device is connected and at least a part of the vehicle deceleration is generated by the engine.   The second deceleration mode is selected when a driver makes a deceleration request for generating a vehicle deceleration larger than the vehicle deceleration that can be realized in the first deceleration mode. The vehicle control device according to claim 1.   When the driver makes a deceleration request to generate a vehicle deceleration that is the limit that can be realized in the first deceleration mode, if the engine is not operating, the connection / disconnection device is disconnected. The vehicle control device according to claim 1 or 2, wherein the engine is started in a state in which the engine is in a stopped state. It has a manual mode in which the vehicle deceleration can be increased / decreased by the driver's deceleration increase / decrease operation,
4. The vehicle control device according to claim 1, wherein the deceleration request is a deceleration increase / decrease operation by a driver in the manual mode. 5.   Deceleration request for generating a vehicle deceleration larger than the vehicle deceleration that can be realized in the first deceleration mode in a state where the vehicle deceleration that can be realized in the first deceleration mode is generated. The vehicle control device according to any one of claims 1 to 4, wherein the second deceleration mode is selected when the vehicle is continuously operated by a driver for a predetermined time or more. It generates vehicle deceleration corresponding to the driver's deceleration request during deceleration driving,
Regardless of the first deceleration mode or the second deceleration mode, the deceleration request for generating the same vehicle deceleration is clearly indicated to the driver. The vehicle control device according to claim 1, wherein user displays for performing the same operation are the same.

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