JP2015143075A - Vehicle deceleration control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle deceleration control device for a hybrid vehicle capable of preventing overspeed of an engine caused by a downshift and obtaining the vehicle deceleration required by a driver.SOLUTION: The vehicle deceleration control device for a hybrid vehicle includes: a downshifting prohibition unit 51 for, when a shift lever 32 is operated and a first determination unit 50 determines that a frequency of rotation of an engine exceeds an allowable rotational frequency at a downshifted gear stage to which a gear is downshifted by one stage from a current gear stage, prohibiting a downshift into the downshifted gear stage by a first control unit; and a second control unit 54 for, when the downshifting prohibition unit 51 prohibits the downshift, instructing an electric current conversion device to cause a motor generator 4 to generate equivalent regenerative torque for generating vehicle deceleration equivalent to downshift vehicle deceleration due to an increase in engine brake caused by the downshift to the downshifted gear stage.

Description

  The present invention relates to a vehicle deceleration control device that controls vehicle deceleration of a hybrid vehicle.

  Conventionally, as a shift lever range for operating a vehicle automatic transmission, in addition to an automatic transmission range such as P (parking) -R (reverse) -N (neutral) -D (drive), the driver uses a gear with a shift lever. There is known one having a manual shift range capable of instructing up / down.

  Such a manual shift range is often used, for example, to switch to a lower gear stage on an uphill to output a high torque to a drive wheel or to exert a braking force by a large engine brake on a downhill. .

  However, when switching to a lower gear stage is requested by the driver, if the vehicle speed is too high, the low-speed stage gear may rotate at a high speed and the interlocking engine may be over-rev (over-rotation). To prevent such overrevs, cancel the downshift request due to the manual shift range or store the downshift request for a certain period of time, and execute the downshift when the vehicle speed falls to the downshiftable speed within a certain period of time. A technique for canceling such a downshift request when the vehicle speed does not decrease within the predetermined time is known.

  However, even though the driver requests a downshift in the manual shift range, canceling the downshift request regardless of the driver's intention has the inconvenience of the driver and worsens the driving feeling. . In addition, the method of storing the downshift request for a certain period of time, if the set time for continuing the storage is too long, the downshift occurs when the driver forgets to issue the downshift request, causing the driver to feel uncomfortable, If the set time is too short, the frequency of downshift requests is increased and it becomes difficult to satisfy the driver's request.

  Therefore, in Patent Document 1, when it is determined that the vehicle speed detected by the vehicle speed sensor or the like is not in the shift permission area in which the shift command in the manual shift range can be executed, the vehicle speed is released from the shift command holding release. Manual shift execution control means for holding the shift command until the state is reached is provided. As a result, even if the vehicle speed cannot be executed in the manual shift range of the driver, the shift command is immediately held without canceling, and the shift control operation in a manner that respects the driver's intention to shift as much as possible is performed. It becomes possible. Further, as compared with a method in which the timer is uniformly controlled regardless of the vehicle speed, the speed change operation can be executed immediately when the vehicle speed becomes ready for the speed change operation, so the speed change operation is executed without giving the driver a sense of incongruity. Suppose you can.

JP 2001-336627 A

  However, Patent Document 1 does not sufficiently satisfy the demand to immediately obtain a large vehicle deceleration due to the downshift of the driver, and as a result, the driver reduces the desired vehicle speed at a desired time by using the brake operation together. You will realize speed. In this way, using the downshift operation and the brake operation together to obtain a large vehicle deceleration is not easy for the driver, and the kinetic energy due to running of the vehicle is discarded by the brake. There was a problem that the energy efficiency of the entire vehicle deteriorated.

  The present invention has been made in view of the above problems, and it is possible to prevent over-rotation of the engine due to downshifting, obtain a vehicle deceleration required by the driver, and improve the energy efficiency of the entire vehicle. An object is to provide a vehicle deceleration control device for a vehicle.

  In order to solve the above problems, the structural features of the invention according to claim 1 are an engine that outputs engine torque, an input shaft, an output shaft that is rotationally connected to a drive wheel, the input shaft, and the output shaft. And a transmission mechanism that shifts the rotation ratio to a plurality of shift stages, and automatically sets the shift stages of the transmission according to the driving state of the vehicle, and each time the shift lever is operated A first control unit that downshifts the shift stage, a first determination unit that determines whether or not the engine speed exceeds an allowable speed, and motor torque that is transmitted to the drive wheels can be generated. A motor generator capable of generating regenerative torque from the driving torque of the driving wheel and a current corresponding to the torque required from the running state of the vehicle are converted between the motor generator and the battery. When the shift lever is operated by the current conversion device that can be supplied to each other and the shift lever is downshifted by one step from the current shift step, the first determination unit Is determined, the downshift prohibition unit prohibiting the downshift to the downshift shift stage by the first control unit, and the downshift to the downshift shift stage when the downshift prohibition unit prohibits the downshift. A second control unit that commands the current converter to generate a current corresponding to an equivalent regenerative torque that produces a vehicle deceleration equivalent to a downshift vehicle deceleration caused by an increase in engine brake caused by the shift, and to generate the motor generator; It is that it was equipped with.

  According to this, when the shift lever is operated, if the first determination unit determines that the engine exceeds the allowable rotational speed in the downshift gear that is shifted down by one gear from the current gear, the downshift is performed. By prohibiting the downshift to the downshift shift stage by the prohibition unit, the engine rotation caused by the downshift for obtaining the vehicle deceleration is prevented from becoming an unacceptable speed, and the engine brake caused by the downshift The equivalent regenerative torque that generates vehicle deceleration equivalent to the downshift vehicle deceleration due to the amount of increase in the engine is generated in the motor generator by the second control unit, and the vehicle deceleration required for the vehicle is realized by the equivalent regenerative torque by the motor generator Can be made. In this way, the equivalent regenerative torque that satisfies the target vehicle deceleration required by the driver and prevents the engine from over-rotation, and further generates a vehicle deceleration equivalent to the downshift vehicle deceleration due to the increase amount of the engine brake caused by the downshift. Since the kinetic energy is converted into electric energy by the regeneration that generates the energy, the energy can be effectively used.

  A structural feature of the invention according to claim 2 is a clutch provided on the engine side from the motor generator, for transmitting the engine torque to the drive wheel so as to be connected / disconnected, and for controlling the connection / disconnection of the clutch. 3. The vehicle deceleration control device for a hybrid vehicle according to claim 1, wherein the third control unit is configured to connect the clutch by a downshift operation of the shift lever.

  According to this, by driving with the clutch disengaged during deceleration, the drive torque transmitted from the rotating drive wheels is efficiently used as the regenerative torque of the motor generator without being consumed by the engine brake, and the battery is replenished with electric energy. Can be achieved. By connecting the clutch by the downshift operation of the shift lever, when the vehicle deceleration due to the regenerative torque before the regenerative downshift does not meet the target vehicle deceleration, the engine brake is reduced due to the increase amount of the engine brake. Shift vehicle deceleration can be obtained and the target vehicle deceleration required by the driver can be met. By connecting the clutch by downshifting the shift lever in this way, efficient conversion from kinetic energy to electrical energy and the target vehicle deceleration required by the driver can be easily realized as needed. Can do.

  The structural features of the invention according to claim 3 are: a first calculation unit that calculates a target vehicle deceleration calculated according to the current vehicle speed and the current shift speed; and a function according to the downshift shift speed and the current vehicle speed. A second calculation unit that calculates a downshift target vehicle deceleration based on the target vehicle deceleration of the first calculation unit, and a vehicle deceleration due to engine braking of the downshift gear from the downshift target vehicle deceleration. When the shift lever is further operated after the clutch is connected and the third calculation unit that calculates the subtracted supplementary vehicle deceleration, and the downshift prohibition unit does not prohibit the downshift, the shift lever is further operated. The supplementary regenerative torque that causes the supplementary vehicle deceleration at the immediately preceding shift speed is changed to the shift at the immediately preceding shift speed at which the shift lever is further operated. According to the difference of the gear ratio after, is that the fourth control unit that reduces a vehicle deceleration control apparatus for a hybrid vehicle according to claim 1 or 2 comprising a.

  According to this, when the shift lever is further operated after the clutch is connected and the downshift prohibition unit does not prohibit the downshift, the shift of the previous shift stage where the shift lever is further operated by downshifting. Since the engine brake increases according to the difference between the front and rear gear ratios, a supplementary regenerative torque that causes a supplementary vehicle deceleration at a gear position just before the shift lever is further operated is generated by the fourth control unit. By reducing only the increased amount, it is possible to easily obtain the supplementary vehicle deceleration at the shift stage after the shift lever is operated.

  According to a fourth aspect of the present invention, there is provided a structural feature of the invention that is provided closer to the engine than the motor generator, and that transmits the engine torque to the drive wheels so as to be connectable and disengageable, and charging that detects the state of charge of the battery. An amount detection device, a second determination unit for determining whether regeneration by the motor generator exceeds an allowable charge amount of the battery based on a detection signal of the charge amount detection device, and a current vehicle speed and a current gear position. A first calculation unit for calculating the target vehicle deceleration obtained in this manner, and when the shift lever is operated, the target vehicle deceleration after operation is determined according to the gear position after the shift lever operation and the current vehicle speed. A fourth calculation unit that calculates based on the target vehicle deceleration of the calculation unit, and generates a post-operation target regenerative torque that causes the post-operation target vehicle deceleration to the motor generator; When the second determination unit determines that the regeneration to be performed does not exceed the allowable charge amount of the battery, the clutch is not connected even if the shift lever is operated, and the post-operation target regeneration is connected to the motor generator. It is a vehicle deceleration control apparatus of the hybrid vehicle of Claim 1 provided with the 5th control part which generates a torque.

  According to this, if the regeneration which generates the post-operation target regenerative torque that causes the post-operation target vehicle deceleration required by the driver after the shift lever operation does not exceed the charge allowable amount of the battery, the second determination unit If it is determined, even if the shift lever is operated, the clutch is not connected and the post-operation target regenerative torque can be generated in the motor generator by the fifth control unit. In this way, the increase or decrease in battery charge due to the operation of the shift lever is prevented from exceeding the allowable charge amount, and the post-operation target vehicle deceleration can be obtained by causing the motor generator to generate the post-operation target regeneration torque. The target vehicle deceleration required by the driver can be satisfied.

  A structural feature of the invention according to claim 5 is that an engine that outputs engine torque, an input shaft, an output shaft that is rotationally connected to a drive wheel, and a rotation ratio between the input shaft and the output shaft are a plurality of rotation ratios. A transmission having a speed change mechanism that shifts to a speed change stage, and automatically sets the speed change stage of the transmission according to the driving state of the vehicle, and downshifts the shift speed every time the shift lever is operated. From a first control unit, a first determination unit that determines whether or not the engine speed exceeds an allowable speed, and a motor torque that can be transmitted to the drive wheel, and the drive torque of the drive wheel A motor generator that can generate regenerative torque and a current that can be supplied between the motor generator and the battery by converting the current corresponding to the torque required from the running state of the vehicle. A change amount device, a charge amount detection device for detecting the state of charge of the battery, an exhaust brake provided in the exhaust passage of the engine and causing vehicle deceleration, and when the shift lever is operated, Downshift that prohibits downshifting to the downshift gear by the first controller when the first determination unit determines that the engine exceeds an allowable rotational speed in a downshift gear that has been downshifted by one gear A prohibition unit, a first calculation unit that calculates a target vehicle deceleration calculated according to the vehicle speed and the current gear, and when the downshift is prohibited by the downshift prohibition unit, the downshift gear and the current gear A second calculation unit that calculates a downshift target vehicle deceleration based on a target vehicle deceleration of the first calculation unit according to a vehicle speed; and the downshift When the stop portion prohibits downshifting, the downshift vehicle deceleration is calculated from the downshift target vehicle deceleration by the increase amount of the engine brake caused by the downshift to the downshift gear, and the downshift vehicle deceleration is calculated. A fifth calculation unit that calculates an equivalent regenerative torque that generates a vehicle deceleration equivalent to the above, a sixth calculation unit that calculates a regenerative torque that can be generated from the capacity of the motor generator and the state of charge of the battery, and the regenerative torque that can be generated A third determination unit that determines whether or not the regenerative torque is smaller than the equivalent regenerative torque, and the third determination unit determines that the possible regenerative torque calculated by the sixth calculation unit is smaller than the equivalent regenerative torque In this case, an exhaust brake torque generated by the exhaust brake is generated as an auxiliary to the regenerative torque that can be generated. And a vehicle deceleration control device for a hybrid vehicle.

  According to this, when the downshift is prohibited by the downshift prohibition unit, the downshift target vehicle deceleration corresponding to the downshift speed and the current vehicle speed is calculated from the first calculation unit, and the downshift target vehicle deceleration is calculated. An equivalent regenerative torque that produces a downshift vehicle deceleration obtained by subtracting the target vehicle deceleration at the current gear position from is calculated. On the other hand, the sixth calculator calculates the regenerative torque that can be generated from the capacity of the motor generator and the state of charge of the battery. When the third determination unit determines that the regenerative torque that can be calculated by the sixth calculation unit does not satisfy the equivalent regenerative torque, the sixth control unit can generate the exhaust brake torque by the exhaust brake. Generated as an aid. Thus, when the regenerative torque that can be generated is not sufficient, the target vehicle deceleration required by the driver can be satisfied by generating the exhaust brake torque by the exhaust brake when the equivalent regenerative torque is insufficient.

It is explanatory drawing which shows the vehicle by which the vehicle deceleration control apparatus which concerns on this invention is mounted. It is a flowchart of the shift control at the time of the regenerative driving | running | working performed with the vehicle deceleration control apparatus in 1st Embodiment. It is a flowchart of the speed change control at the time of regeneration and emblem driving | running | working performed with a vehicle deceleration control apparatus. It is a flowchart when a downshift is prohibited in the shift control. 6 is a time chart from when the accelerator pedal is released to when a downshift is rejected and deceleration regeneration torque is generated. It is a map which shows the correspondence of the vehicle speed and target vehicle deceleration in each gear stage. It is explanatory drawing which shows the vehicle by which the vehicle deceleration control apparatus in 2nd Embodiment is mounted. It is a flowchart of the shift control performed with the vehicle deceleration control apparatus at the time of using an exhaust brake together. It is a time chart at the time of using an exhaust brake together. It is a figure which shows the outline | summary of an exhaust brake. It is explanatory drawing which shows the vehicle by which the vehicle deceleration control apparatus in 3rd Embodiment is mounted. It is a flowchart of the shift control performed with the vehicle deceleration control apparatus in the case of considering the charge amount of a battery. It is a time chart at the time of considering the charge amount of a battery.

(First embodiment)
Hereinafter, a first embodiment in which a vehicle deceleration control device according to the present invention is applied to a hybrid vehicle (hereinafter simply referred to as a vehicle MO) will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the vehicle MO.
As shown in FIG. 1, the vehicle MO1 includes an engine EG2, a front clutch FC3, a motor generator MG4, a torque converter TC5, a transmission TM6, a differential device DF7, a shift operation device 10 that performs a shift operation, an inverter INV8, a battery BT9, and a hybrid. The ECU 11 includes an engine ECU 12, a TM-ECU 13, a motor generator ECU 14, and a battery ECU 15. This is a vehicle that drives the drive wheels Wl and Wr by the rotational torque output from the engine EG2 and the motor generator MG4.

  The vehicle MO1 has an accelerator pedal 16 and a brake pedal 17. The accelerator pedal 16 is used to variably operate the engine torque output from the engine EG2. The accelerator pedal 16 is provided with an accelerator sensor 18 that detects an accelerator opening that is an operation amount of the accelerator pedal 16. The brake pedal 17 is provided with a brake sensor 19 that detects on / off of the brake pedal 17 and an operation amount. The vehicle MO1 includes a brake master cylinder (not shown) that generates a hydraulic pressure corresponding to the amount of operation of the brake pedal 17, and a brake device (not shown) that generates a braking force on wheels according to the master pressure generated by the brake master cylinder. Z).

  The engine EG2 generates rotational torque (driving force) by combustion of hydrocarbon fuel such as gasoline or light oil. The driving force of the engine EG2 is configured to be transmitted to the drive wheels Wl and Wr via the front clutch FC3, the transmission TM6, and the differential device DF7. As shown in FIG. 10, the engine EG2 has a fuel injection device EG-2 and a throttle valve EG-3 on the intake passage side. The fuel injection device EG-2 and the throttle valve EG-3 are connected to the engine ECU 12. Are communicably connected to each other and controlled by the engine ECU 12. As shown in FIG. 1, in the vicinity of the drive shaft EG-1 that outputs the driving force of the engine EG2, an engine speed sensor EG- that detects the rotational speed of the drive shaft EG-1, that is, the rotational speed of the engine EG2. 4 is provided. The engine speed sensor EG-4 is communicably connected to the engine ECU 12 and outputs the detected engine speed to the engine ECU 12.

  The engine ECU 12 calculates a requested engine torque, which is the torque of the engine EG2 requested by the driver, based on the accelerator opening of the accelerator sensor 18 based on the operation of the accelerator pedal 16 of the driver. Then, based on the required engine torque, the opening degree of the throttle valve EG-3 is adjusted, the intake air amount is adjusted, the fuel injection amount of the fuel injection device EG-2 is adjusted, and the ignition device (not shown) is controlled. To do.

The front clutch FC3 is provided between the drive shaft EG-1 of the engine EG2 and the motor input shaft 20 of the motor generator MG4, and connects and disconnects the drive shaft EG-1 and the motor input shaft 20. -1 and the clutch that can electronically control the transmission torque between the motor input shaft 20. In the present embodiment, the front clutch FC3 is, for example, a wet multi-plate normally closed clutch, and includes a clutch inner (not shown) provided on an input shaft (not shown) that is rotationally connected to the drive shaft EG-1, and a motor. And a clutch outer (not shown) coupled to the input shaft 20.
The clutch inner protrudes outward in the radial direction of the input shaft, and a plurality of drive disks (not shown) are supported on the outer end surface of the clutch inner in a state of being stacked in the rotation axis direction. Each drive disk can move in the direction of the rotation axis with respect to the clutch inner, and can rotate with the clutch inner.
A plurality of driven plates (not shown) formed in a substantially ring shape are alternately interposed between the drive disks. The outer peripheral part of the driven plate is engaged with the inner peripheral surface of the clutch outer. As a result, the driven plate can move in the direction of the rotation axis with respect to the clutch outer and can rotate together with the clutch outer.

The clutch outer is formed integrally with a piston member (not shown) constituting the clutch actuator. When the piston member moves in the direction of the rotation axis, the driven plate is pressed against the drive disk (the clutch is in a connected state). The piston member is fitted in a cylinder portion (not shown) provided on the motor generator side so as to be relatively movable, and a return spring (not shown) that biases the piston member toward the engine side between the cylinder portion and the piston member. Is arranged. A disk member is disposed on the engine side of the piston member so as to face the piston member. A pressurizing chamber is defined between the piston member and the disk member. The pressure chamber is filled with oil from an electric oil pump (not shown). An electromagnetic valve (not shown) is provided between the pressurizing chamber and the electric oil pump, and the inflow of oil into the pressurizing chamber is controlled by the electromagnetic valve.
In this embodiment, the wet multi-plate normal close type is used, but the present invention is not limited to this, and a dry single plate normal close type clutch may be used, for example.

  The clutch actuator presses the piston member toward the motor generator side by filling the pressure chamber with oil from the electric oil pump by switching the electromagnetic valve by the third control unit 56 that is communicably connected to the hybrid ECU 11 described later. Then, the clutch is disengaged by pushing back the return spring. The clutch actuator is not limited to a hydraulic type, and may be an electric type, for example.

  Motor generator MG4 operates as a motor that applies rotational torque to drive wheels Wl and Wr, and also operates as a generator that converts kinetic energy of vehicle MO1 into electric power during deceleration to apply regenerative braking force to vehicle MO1. . Motor generator MG4 has a stator (not shown) in which a stator (not shown) in which a stator winding is wound around a slot of a stator core (not shown) is arranged on the outer peripheral side, and a permanent magnet is fitted into the rotor core (not shown). Can be used as a three-phase synchronous motor. The rotor is rotationally connected to the output member of the front clutch FC3 via the motor input shaft 20, and rotates integrally. Further, the output member of motor generator MG4 coupled to the rotor is rotationally coupled to converter input shaft 22 of torque converter TC5 and rotates integrally therewith. A motor rotation speed sensor 23 is provided in the vicinity of the converter input shaft 22 of the torque converter TC5, and the rotation speed of the motor generator MG4 is detected by the motor rotation speed sensor 23. The detected rotational speed of motor generator MG4 is output to MG-ECU 14 as a signal.

  Inverter INV8 is electrically connected to the stator of motor generator MG4 and battery BT9. Inverter INV8 is communicably connected to motor generator ECU14. Inverter INV8 converts a direct current supplied from battery BT9 into an alternating current based on a control signal from motor generator ECU 14, and supplies the alternating current to the stator. Motor inverter MG4 generates rotational torque, and motor generator Make MG4 function as a motor. Inverter INV8 causes motor generator MG4 to function as a generator based on a control signal from motor generator ECU 14, converts the alternating current generated (regenerated) by motor generator MG4 into a direct current, Lower the battery and charge the battery BT9. The inverter INV8 and the motor generator ECU 14 mainly constitute a current converter.

  The battery BT9 is a rechargeable secondary battery. Battery BT9 is connected to inverter INV8. Battery BT9 is communicably connected to battery ECU 15. The battery BT9 is provided with a charge amount detection device 27 for detecting the state of charge of the battery BT9, and the charge amount detection device 27 outputs a charge amount signal detected from the battery BT9 to the BT-ECU 15.

  Torque converter TC5 includes a pump impeller (not shown) that is rotationally connected to the rotor of motor generator MG4 via converter input shaft 22, a turbine liner (not shown) that is rotationally connected to input shaft 24 of transmission TM6, and a pump. Torque transmission oil is filled between the impeller and the turbine liner so as to be flowable. The torque converter TC5 includes a lockup clutch 26 that mechanically couples the pump impeller and the turbine liner to maintain a synchronous rotation. When the driving force of engine EG2 and motor generator MG4 is input to converter input shaft 22 in the non-lock-up state, the pump impeller coupled to converter input shaft 22 rotates. The turbine liner rotates as the torque transmission oil flows due to the rotation of the pump impeller, and the driving force is transferred between the pump impeller and the turbine liner by the stator that returns the torque transmission oil that has once passed through the turbine liner to the pump impeller. And input to the input shaft 24 of the transmission TM6 via the converter output member. An input shaft rotational speed sensor 25 of the transmission TM6 is disposed in the vicinity of the input shaft 24 of the transmission TM6, and the rotational speed of the input shaft 24 input to the transmission TM6 can be detected by the input shaft rotational speed sensor 25. . The detected rotational speed of the input shaft 24 is output to the TM-ECU 13 as a signal.

  The transmission TM6 is provided between the torque converter TC5 and the differential device DF7. The transmission TM6 is a stepped transmission having a speed change mechanism (not shown) that selectively switches a plurality of speed stages having different speed ratios between the input shaft 24 and the output shaft 28. The gear ratio is a ratio obtained by dividing the rotational speed of the input shaft 24 by the rotational speed of the output shaft 28. The transmission TM6 includes an actuator (not shown) that makes the transmission mechanism differential based on a command from the TM-ECU 13. An output shaft rotational speed sensor 29 is disposed near the output shaft 28 of the transmission TM6, and the output shaft rotational speed sensor 29 detects the rotational speed of the output shaft 28. The detected rotation speed of the output shaft 28 is output to the TM-ECU 13 as a signal.

  The shift operation device 10 includes a device main body 30, a shift lever 32, and a shift position sensor (not shown) that detects the position of the shift lever 32. The apparatus main body 30 is set with a parking range P, a neutral range N corresponding to the neutral state of the speed change mechanism, a reverse range R that travels backward, and a drive range D that travels automatically. In addition, as a manual range M that allows a specific change command for downshift / upshift by the shift lever 32, a plus range “+” that shifts to a level higher than the gear position during traveling, and a gear stage during traveling. A minus range “−” to be shifted to a lower level is set. The shift lever 32 can be switched between a plurality of ranges set in the apparatus main body 30, and the shift position sensor detects the range position of the shift lever 32 in the apparatus main body 30, and a signal indicating the detected position is TM. -It outputs to the 1st control part 55 contained in ECU13.

  The differential device DF7 is a device that transmits the rotational torque input from the output shaft 28 of the transmission TM6 to the drive wheels Wl and Wr in a differential manner. Differential device DF7 has ring gear DF-1 which meshes with an output gear and a drive gear. With such a structure, the differential device DF7 outputs the rotational power from the output shaft 28 in a differential manner toward the left and right drive wheels Wl and Wr.

  The engine ECU 12 is an electronic control device that controls the engine EG2. The motor generator ECU 14 is an electronic control device that controls the inverter INV8. The battery ECU 15 is an electronic control device that manages the state of the battery BT9 such as the charge / discharge state and the temperature state of the battery BT9. The TM-ECU 13 is an electronic control device that includes the first control unit 55 described above and controls the transmission TM6.

  The hybrid ECU (HV-ECU) 11 is a higher-level electronic control device that performs overall control of the traveling of the vehicle MO1. The hybrid ECU 11 includes an input / output interface connected via a bus, a storage unit (ROM, RAM) 40 that stores an input program and data, a calculation unit (CPU) 42 that executes a calculation based on the program, and a storage unit. 40 and a control unit 44 for operating functions such as the calculation unit 42 in order.

  The storage unit 40 stores, for example, map data indicating a correspondence relationship between the vehicle speed and the vehicle deceleration for each gear position as shown in FIG. As shown in FIG. 1, the calculation unit 42 includes a first calculation unit 46 that calculates a target vehicle deceleration calculated according to the vehicle speed and the current gear position, and a second calculation unit that calculates a downshift target vehicle deceleration. 47, a third calculation unit 48 for calculating a supplementary vehicle deceleration obtained by subtracting the vehicle deceleration due to the engine brake at the downshift gear stage from the downshift target vehicle deceleration, and whether or not the engine rotational speed exceeds the allowable rotational speed. A first determination unit 50 for determination is provided. And the calculating part 42 performs the program corresponding to the flowchart shown in FIG.2, FIG3 and FIG.4.

  The control unit 44 includes a downshift prohibiting unit 51 that prohibits downshifting to a downshift gear stage, and a vehicle deceleration equivalent to a downshift vehicle deceleration due to an increase in engine brake caused by downshifting to the downshift gear stage. The second control unit 54 that generates an equivalent regenerative torque that generates a supplementary regenerative torque that generates a supplementary vehicle deceleration according to the difference in gear ratio before and after the shift of the shift stage immediately before the shift lever 32 is further operated. A fourth control unit 52 is provided for decreasing.

The hybrid ECU 11, the engine ECU 12, the TM-ECU 13, the motor generator ECU 14, and the battery ECU 15 can communicate with each other by a CAN (Controller Area Network).
The hybrid ECU 11, engine ECU 12, TM-ECU 13, MG-ECU 14 and the like mainly constitute a vehicle deceleration control device for a hybrid vehicle.

(Shifting process)
Next, a shift process executed by the vehicle deceleration control device (hybrid ECU 11, engine ECU 12, TM-ECU 13, etc.) will be described using the flowcharts of FIGS. 2, 3, and 4 and the time chart of FIG.
In the vehicle MO1, the front clutch FC3 is disconnected and regeneration by the motor generator MG4 is performed in order to effectively convert the torque of the drive wheels Wl and Wr into regenerative energy at T1 in FIG. Therefore, a braking force is generated by regenerative torque, and the gear position is set to the fifth speed (step 100 (hereinafter abbreviated as S100), T1 in FIG. 5).

  However, when traveling on a downhill or the like, for example, when the braking force by the regenerative torque does not reach the target vehicle deceleration requested by the driver, the braking force by the engine brake may be required regardless of the foot brake.

  In the present embodiment, the driver selects the manual range M that allows a specific change command for downshift / upshift in the vehicle MO1 of the transmission TM6, and shifts the shift lever 32 to the minus range “−” of the manual range M. Positioning is performed (step 101, hereinafter abbreviated as S101). Thereby, the vehicle deceleration control in the embodiment according to the present invention is started. If there is no downshift request, return to the original and repeat until there is a manual downshift request.

  When there is a downshift request in the manual range M, the process proceeds to step 102, and the TM-ECU 13 determines whether or not the engine speed after the downshift exceeds an allowable value. The allowable engine speed is set with a safety factor in mind, and is stored in the TM-ECU 13 in advance.

  As indicated by T2 in FIG. 5, when the gear position is downshifted from the 5th speed to the 4th speed in the manual range M, the engine speed after the downshift does not exceed the allowable value. The shift control is performed to transmit the braking torque generated by the engine brake to the drive wheels Wl and Wr by downshifting.

  Therefore, in conjunction with the downshift operation of the shift lever 32 to the minus range “−”, the front clutch FC3 is connected (S103), and the gear position is downshifted from the fifth speed to the fourth speed (S104). The rotation synchronization of the input shaft 24 side and the output shaft 28 side in the transmission TM6 is adjusted and executed by a torque converter TC5 as an automatic clutch. As the front clutch FC3 is connected, the torque from the drive wheels Wl and Wr can be transmitted to the drive shaft EG-1 of the engine EG2, and the amount of increase in the engine brake due to the downshift from the fifth speed to the fourth speed. Further downshift vehicle deceleration can be obtained.

  Thus, by driving the front clutch FC3 in a disconnected state during deceleration, the drive torque transmitted from the rotating drive wheels Wl and Wr is efficiently used as the regenerative torque of the motor generator MG4 without being consumed by the engine brake. The battery BT9 can be supplemented with electric energy. When the vehicle deceleration due to the regenerative torque before the regenerative downshift does not meet the target vehicle deceleration TDC, the front clutch FC3 is connected by the downshift operation of the shift lever 32, so that the engine brake caused by the downshift is reduced. The downshift vehicle deceleration DDC according to the increase amount can be obtained, and the target vehicle deceleration TDC expected by the driver can be satisfied. Thus, by connecting the front clutch FC3 by the downshift operation of the shift lever 32, efficient conversion from kinetic energy to electric energy and target vehicle deceleration TDC expected by the driver can be easily performed as necessary. Can be realized.

  As described above, the shift control is performed by downshifting from the fifth speed to the fourth speed. If it is determined in step 102 that the engine speed after the shift exceeds the allowable value, the process proceeds to S105 described later. Thereby, the speed change operation control is once ended.

  In the present embodiment that continues, as shown at T3 in FIGS. 3 and 5, the front clutch FC3 is in the connected state, the shift lever 32 is positioned in the manual range M, and the transmission TM6 is put in the fourth gear. In this state, the regenerative torque by the motor generator MG4 and the deceleration by the engine brake are generated (S110). Then, the process proceeds to S111, where it is determined again whether or not there is a downshift request (S111 in FIG. 3, T3 in FIG. 5). In the case of T3 in FIG. 5, in order to obtain further braking force, the shift lever 32 is positioned in the minus range “−” of the manual range M by the driver, and it is determined that a downshift request has been made.

  Therefore, the process proceeds to step 112, and the HV-ECU 11 determines whether or not the rotational speed of the engine EG after the downshift from the fourth speed to the third speed exceeds the allowable value. Also in the downshift from the 4th speed to the 3rd speed, as indicated by T3 in FIG. 5, the downshift is not prohibited by the downshift prohibition unit 51 because the rotational speed of the engine EG2 after the downshift does not exceed the allowable value.

  For this reason, the routine proceeds to step 113, where a downshift (shift control) from the fourth speed to the third speed is actually performed. In this case, when downshifting from the fourth speed to the third speed, the engine brake increases in accordance with the difference in gear ratio from the fourth speed to the third speed. For this reason, the supplementary vehicle deceleration at the fourth gear stage before the shift lever 32 is operated (when the engine brake and the regenerative brake are used together in order to obtain the target vehicle deceleration, The supplementary regenerative torque that causes the engine brake to be decreased by the amount by which the engine brake has increased (ΔT in FIG. 5), so that the gear position (third speed) after the shift lever 32 is operated is reduced. ) Can be obtained. The vehicle deceleration control is once ended by the shift control from the fourth speed to the third speed.

  According to this, after the front clutch FC3 is connected, when the shift lever 32 is further operated from the fifth speed and the downshift prohibiting portion 51 does not prohibit the downshift, the gear position (just before the shift lever 32 is further operated) The engine brake increases in accordance with the difference in gear ratio before and after the 4th gear shift (from the 4th gear to the 3rd gear).

  Therefore, the supplementary regenerative torque that causes supplementary vehicle deceleration at the gear position immediately before the shift lever 32 is further operated is reduced by the fourth control unit 52 by the amount that the engine brake is increased. It is possible to obtain the supplemental vehicle deceleration at the gear position after the shift lever 32 is operated.

  Next, in the present embodiment that continues, as shown at T4 in FIGS. 3 and 5, the front clutch FC3 is in a connected state, the shift lever 32 is positioned in the manual range M, and the shift stage of the transmission TM6 is It is in 3rd speed. Therefore, regeneration is performed in the motor generator MG4, and at the same time, the vehicle is running with the engine brake at the third speed stage activated (S110).

  Then, in order to obtain further braking force, the driver positions the shift lever 32 in the minus range “−” of the manual range M, makes a downshift request again, and determines that there is a manual downshift request (S111, FIG. 5). T4).

  Next, the routine proceeds to step 112 where the HV-ECU 11 determines whether or not the rotational speed of the engine EG after the downshift exceeds an allowable value. In the downshift from the third speed to the second speed, it is determined that the engine speed after the downshift exceeds the allowable value as indicated by T4 in FIG.

  Next, the routine proceeds to step 105, and as shown in FIG. 4, the downshift prohibiting unit 51 in the HV-ECU 11 prohibits the downshift, and the TM-ECU 13 rejects the downshift from the third speed to the second speed. This can prevent the engine EG from over-rotating.

Next, it transfers to step 106 and implements a vehicle deceleration increase process.
As the vehicle deceleration increase process, the HV-ECU 11 calculates a downshift vehicle deceleration due to an increase in engine brake that is expected to occur when the vehicle is actually downshifted (S106). This is calculated as follows. For example, as shown in FIG. 6, it is possible to downshift from the third speed to the second speed when the vehicle speed is MS, based on the data map (first calculation unit) of the correspondence relationship between the vehicle speed and the target vehicle deceleration at each gear position. For example, the corresponding value of TDC2 is obtained as the target vehicle deceleration. Then, by subtracting the target vehicle deceleration TDC3 at the third speed at the current vehicle speed from the target vehicle deceleration TDC2 at the second speed, the downshift vehicle decrease due to the increase amount of the engine brake caused by the downshift from the third speed to the second speed. Calculate the speed DDC.

  Next, the process proceeds to step 107, and the HV-ECU 11 calculates an equivalent regenerative torque that causes a vehicle deceleration equivalent to the downshift vehicle deceleration DDC in the calculation unit 42.

  Next, in step 108, the calculation unit 42 further calculates a regeneration amount that causes the calculated equivalent regeneration torque, and the second control unit 54 sets the regeneration amount as a target regeneration amount. The second control unit 54 instructs the MG-ECU 14 to generate a target regeneration amount, and the MG-ECU 14 generates an equivalent regeneration torque by controlling the energization current to the stator of the motor generator MG so as to generate the target regeneration amount. Vehicle deceleration equivalent to the downshift vehicle deceleration DDC is generated.

  As is clear from the above description, according to the vehicle deceleration control device for a vehicle according to the present embodiment, when the shift lever 32 is operated, the engine EG is used in the downshift gear that is shifted down by one gear from the current gear. When the first determination unit 50 determines that the engine speed exceeds the allowable speed, the downshift prohibiting unit 51 prohibits the downshift to the downshift shift stage, thereby down-shifting engine EG for obtaining vehicle deceleration. Is prevented from becoming an unacceptable number of rotations.

  Then, an equivalent regenerative torque that causes a vehicle deceleration equivalent to the downshift vehicle deceleration DDC due to the increase amount of the engine brake caused by the downshift is generated by the second control unit 54 in the motor generator MG4 via the MG-ECU 14, The vehicle deceleration required for the vehicle MO1 can be realized by the equivalent regenerative torque by the motor generator MG4.

  In this way, the vehicle deceleration equivalent to the downshift vehicle deceleration DDC that satisfies the driver's request to obtain a large vehicle deceleration, prevents the engine EG2 from over-rotating, and further increases the engine brake caused by the downshift. Since the kinetic energy is converted into electric energy by regeneration that generates an equivalent regenerative torque, the energy can be effectively used.

(Second Embodiment)
Next, a second embodiment in which the vehicle deceleration control device according to the present invention is applied to the hybrid vehicle MO1 will be described with reference to FIGS.

  In the present embodiment, as shown in FIG. 10, an exhaust brake EB66 is provided in the exhaust passage of the engine EG2, and, as shown in FIG. The ECU 11 is different from the first embodiment in that the calculation unit 42 is provided with a sixth calculation unit 59, a fifth calculation unit 61, and a third determination unit 58. Since other configurations are the same, the same reference numerals are given and description thereof is omitted.

  The exhaust brake EB66 will be described in detail. As shown in FIG. 10, a catalytic converter 62 is disposed on the downstream side of the exhaust passage 60 of the engine EG2, and an exhaust brake EB66 is disposed on the upstream side of the catalytic converter 62. ing. The exhaust brake EB66 is mainly composed of a butterfly valve 64. When the butterfly valve 64 closes the exhaust passage 60, the exhaust pressure rises and a braking force is generated. The exhaust brake EB66 is driven when the switch (not shown) of the exhaust brake EB is on and the depression of the accelerator pedal Ac16 is released. The degree of closing of the exhaust passage 60 is adjusted by a sixth control unit 57 provided in the engine ECU (EG-ECU), and the opening degree is controlled from the fully open state to the target opening degree.

(Shifting process)
Next, the shift process executed by the vehicle deceleration control device (hybrid ECU 11, engine ECU 12, TM-ECU 13) will be described using the flowchart of FIG. 8 and the time chart of FIG.

  Since the speed change process of the present embodiment is the same as steps 110 to 113 in FIG. 3 of the first embodiment from step 200 to step 203, description thereof will be omitted.

  In the vehicle deceleration increase process, as shown in FIG. 8, the HV-ECU 11 calculates a downshift vehicle deceleration that is predicted to occur when the vehicle actually downshifts from the third speed to the second speed (S206). As in the first embodiment, this is based on a data map showing the correspondence between the vehicle speed and the vehicle deceleration at each gear position as shown in FIG. 6, from the third speed to the second speed when the vehicle speed is MS. As a downshift, the corresponding TDC2 value is obtained as the downshift target vehicle deceleration.

  Next, by subtracting the target vehicle deceleration TDC3 at the current third speed from the downshift target vehicle deceleration TDC2 at the second speed, the engine brake is reduced due to the increase amount of the engine brake caused by the downshift from the third speed to the second speed. The shift vehicle deceleration DDC is calculated.

  Next, the process proceeds to step 207, and the HV-ECU 11 calculates an equivalent regenerative torque that generates a braking force corresponding to the downshift vehicle deceleration DDC. Further, the sixth calculation unit 59 calculates a regenerative torque that can be generated based on, for example, the capacity of the motor generator MG4, the allowable charge amount of the battery BT9, and the like.

  Next, the hybrid ECU 11 can satisfy the downshift vehicle deceleration DDC because the regenerative torque that can be generated satisfies the equivalent regenerative torque by comparing the equivalent regenerative torque calculated in step 207 with the regenerative torque that can be generated. It is determined whether or not (S208).

  If it is determined in step 208 that the calculated regenerative torque that can be generated cannot satisfy the downshift vehicle deceleration DDC, the routine proceeds to step 210.

  In step 210, an exhaust brake deceleration calculation unit (not shown) in which the exhaust brake deceleration by the exhaust brake EB66 for satisfying the downshift vehicle deceleration DDC is provided in the EG-ECU 12 to supplement the regenerative torque that can be generated. Is calculated more. Subsequently, the opening degree of the butterfly valve 64 is adjusted based on the calculated exhaust brake deceleration, and the exhaust brake EB66 is operated (S211).

  Next, when the vehicle deceleration by the current third speed engine brake and the exhaust brake deceleration obtained in step 211 are subtracted from the downshift target vehicle deceleration TDC2, and the regenerative brake is operated together with the engine brake and the exhaust brake. Next, the vehicle deceleration at the time of the downshift prohibition which the regenerative brake bears is calculated (S212).

  Next, the routine proceeds to step 209, where the target amount is calculated by calculating the regenerative amount for generating the regenerative torque when the downshift is prohibited (the torque is within the range of the regenerative torque that can be generated). Set as regeneration amount.

  A regenerative torque generation control unit (not shown) at the time of prohibiting the downshift in the HV-ECU 11 controls the energization current to the stator of the motor generator MG4 to instruct the MG-ECU 14 to generate a target regeneration amount.

  If it is determined in step 208 that the torque due to regeneration can satisfy the downshift vehicle deceleration DDC, the process proceeds to step 209, where the target regeneration amount is set within the range of regenerative torque that can be generated, and the same manner. The energization current to the stator of motor generator MG4 is controlled so as to generate the target regeneration amount.

  As is apparent from the above description, according to the vehicle deceleration control device for a hybrid vehicle according to the present embodiment, when the downshift is prohibited by the downshift prohibition unit 51, the downshift according to the downshift gear stage and the current vehicle speed. The shift target vehicle deceleration TDC2 is calculated from the first calculation unit, and an equivalent regenerative torque that generates a downshift vehicle deceleration DDC obtained by subtracting the target vehicle deceleration TDC3 of the current shift stage from the downshift target vehicle deceleration TDC2 is calculated. Calculate. On the other hand, the sixth calculator 59 calculates the regenerative torque that can be generated from the capacity of the motor generator MG4 and the state of charge of the battery BT9. When the third determination unit 58 determines that the regenerative torque that can be generated calculated by the sixth calculation unit 59 does not satisfy the equivalent regenerative torque, the sixth control unit 57 sets the exhaust brake torque by the exhaust brake EB66. Generated as an auxiliary to the regenerative torque that can be generated. Thus, when the regenerative torque that can be generated is not sufficient, the target vehicle deceleration TDC requested by the driver can be satisfied by generating the exhaust brake torque by the exhaust brake EB66 when the equivalent regenerative torque is insufficient.

(Third embodiment)
Next, a third embodiment in which the vehicle deceleration control device according to the present invention is applied to a hybrid vehicle MO1 will be described with reference to FIGS.

  In the present embodiment, the second determination unit is provided in the BT-ECU 15, and based on the charge amount detection device 27 that detects the state of charge of the battery BT, regeneration by the motor generator MG is expected to be overcharged. In the case where the shift process is performed while avoiding overcharging, the first implementation is performed in the hybrid ECU 11 in that the calculation unit 42 includes the fourth calculation unit 49 and the control unit 44 includes the fifth control unit 53. It differs from the form.

  The “post-operation target vehicle deceleration” corresponds to the “downshift target vehicle deceleration TDC” in the first embodiment, but the front clutch FC is disengaged and the shift lever 32 is operated. Since no downshift was implemented, “After operation” was used to distinguish between words.

  The fourth calculation unit 49 calculates the post-operation target vehicle deceleration in accordance with the gear position after the shift lever operation and the current vehicle speed, and the fifth control unit 53 generates the post-operation target vehicle deceleration. A target regenerative torque is generated after operation.

  Since the other points are the same as those in the first embodiment, the same reference numerals are given and description thereof is omitted.

  Specifically, as shown in FIG. 12, at T1 in FIG. 13, the accelerator pedal Ac16 is released, the front clutch FC3 is disengaged, and regenerative travel is performed with the regenerative torque generated by the motor generator MG4 (S300). ).

  Next, the routine proceeds to step 301 where it is determined whether or not there is a downshift request by the manual range M. At T2, it is determined that there is a downshift request from the fifth speed to the fourth speed.

  If it is determined in step 301 that a downshift request has been made, the process proceeds to step 302 where the increased regeneration amount of the motor generator MG4 generated after the shift lever operation by the second determination unit exceeds the allowable charge amount of the battery BT9. It is determined whether or not. When it is determined in step 302 that the allowable charge amount of the battery BT9 is not exceeded, the process proceeds to step 306, where the post-operation target regenerative torque that causes the post-operation target vehicle deceleration is set to the fifth control unit 53 of the HV-ECU 11. The MG-ECU 14 is instructed to generate the motor generator MG4.

  When it is determined in step 302 that the increased regeneration amount of motor generator MG4 generated after the shift lever operation exceeds the allowable charge amount of battery BT9 (T3 in FIG. 11), the process proceeds to step 303, and after downshifting It is determined whether or not the engine speed exceeds an allowable value.

  When it is determined in step 303 that the engine speed after the downshift does not exceed the allowable value, the process proceeds to step 304, the front clutch FC3 is connected, and similarly to step 103 and step 104 of the first embodiment, Actually downshifted (step 305), torque from the drive wheels Wl and Wr can be transmitted to the drive shaft EG-1 of the engine EG2, and the target deceleration can be obtained by engine braking.

  If it is determined in step 303 that the engine speed after the downshift exceeds the allowable value, the process proceeds to step 105 in FIG. 4 (T4 in FIG. 13), and the deceleration increasing process is performed as in the first embodiment. After that, the vehicle deceleration control is terminated.

  As is clear from the above description, according to the vehicle deceleration control device for a hybrid vehicle according to the present embodiment, the post-operation target regenerative torque that causes the post-operation target vehicle deceleration that is the target vehicle deceleration after the shift lever operation is calculated. Even if the shift lever 32 is operated when the BT-ECU 15 determines that the regeneration generated by the motor generator MG4 does not exceed the allowable charge amount of the battery BT9, the front clutch FC3 is not connected and the fifth control unit 53 is operated. Thus, the post-operation target regenerative torque can be generated in the motor generator MG4.

  Further, when the BT-ECU 15 determines that the regeneration for generating the target regenerative torque after operation in the motor generator MG4 exceeds the allowable charge amount of the battery BT9, the front clutch FC3 is connected by the operation of the shift lever 32 to actually It is possible to obtain a deceleration due to engine braking.

  As described above, the increase / decrease in the battery charge due to the operation of the shift lever 32 is prevented from exceeding the allowable charge amount, and the post-operation target vehicle deceleration is obtained by causing the motor generator MG4 to generate the post-operation target regeneration torque. Thus, the target vehicle deceleration required by the driver can be satisfied.

  In the above embodiment, the motor generator MG4 is provided between the transmission TM6 and the engine EG2. However, the present invention is not limited to this. For example, the motor generator MG is connected to the input shaft of the differential DF via a speed reducer. But you can.

  In addition, the first calculation unit is a map showing the relationship between the vehicle speed and each shift stage shown in FIG. 6, but is not limited to this, for example, based on the vehicle speed and the change in the gear ratio before and after the shift. You may calculate.

  Moreover, although the downshift prohibition part 51 shall be included in hybrid ECU11, it is not limited to this, For example, you may include in TM-ECU13.

  Moreover, although the 4th control part 52, the 5th control part 53, the 2nd control part 54, and the 3rd determination part 58 shall be included in hybrid ECU11, it is not limited to this, For example, all or selectively MG -It is good also as what is included in ECU14.

  Moreover, although the 1st determination part 50 shall be included in hybrid ECU11, it is not limited to this, For example, you may include in EG-ECU12.

  Although the 1st control part 55 shall be included in TM-ECU13, it is not limited to this, For example, you may include in hybrid ECU11.

  The present invention is not limited to the embodiment described above and shown in the drawings, and can be implemented with appropriate modifications without departing from the scope of the invention.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle MO, 2 ... Engine EG, 3 ... Clutch (front clutch) FC, 4 ... Motor generator MG, 6 ... Transmission TM * transmission, 8 ... Current converter (Inverter) INV, 9 ... Battery BT, 11 ... Hybrid ECU (HV-ECU), 12 ... Engine ECU (EG-ECU), 13 ... TM-ECU, 14 ... Motor generator ECU (MG-ECU), 15 ... current converter control unit / second determination unit (battery ECU / BT-ECU), 24 ... input shaft, 27 ... charge amount detection device, 28 ... Output shaft, 32... Shift lever, 46... First calculation unit, 47... Second calculation unit, 48... Third calculation unit, 49. 1st judgment part, 51 ... Dow Shift prohibiting unit, 52... Fourth control unit, 53... Fifth control unit, 54... Second control unit, 55. ... 6th control part, 58 ... 3rd determination part, 59 ... 6th calculating part, 61 ... 5th calculating part, DDC ... Downshift vehicle deceleration, 66 ... Exhaust Brake EB, M: Manual shift range, TDC: Downshift target vehicle deceleration.

Claims (5)

An engine that outputs engine torque;
A transmission having an input shaft, an output shaft that is rotationally connected to the drive wheels, and a speed change mechanism that shifts the rotation ratio of the input shaft and the output shaft to a plurality of shift speeds;
A first control unit that automatically sets a shift stage of the transmission according to a driving state of the vehicle and downshifts the shift stage every time a shift lever is operated;
A first determination unit for determining whether or not the rotational speed of the engine exceeds an allowable rotational speed;
A motor generator capable of generating motor torque to be transmitted to the drive wheels and generating regenerative torque from the drive torque of the drive wheels;
A current converter that converts current between the motor generator and the battery into a current corresponding to the torque required from the running state of the vehicle, and enables mutual supply; and
When the first determination unit determines that the engine exceeds an allowable rotational speed at a downshift gear that is shifted down by one gear from the current gear when the shift lever is operated, A downshift prohibiting section for prohibiting downshifting to the downshift gear position;
When the downshift prohibition unit prohibits downshifting, a current corresponding to an equivalent regenerative torque that generates a vehicle deceleration equivalent to a downshift vehicle deceleration due to an increase in engine brake caused by the downshift to the downshift gear A vehicle deceleration control device for a hybrid vehicle, comprising: a second control unit that instructs the current converter to generate the motor generator. A clutch that is provided closer to the engine than the motor generator, and that transmits the engine torque to the drive wheels in a connectable and disconnectable manner;
A third control unit that controls connection and disconnection of the clutch,
The vehicle deceleration control device for a hybrid vehicle according to claim 1, wherein the third control unit connects the clutch by a downshift operation of the shift lever. A first calculation unit for calculating a target vehicle deceleration required in accordance with a current vehicle speed and a current shift stage;
A second calculation unit that calculates a downshift target vehicle deceleration based on the target vehicle deceleration of the first calculation unit according to the downshift speed and the current vehicle speed;
A third computing unit for computing a supplemental vehicle deceleration obtained by subtracting a vehicle deceleration due to engine braking at the downshift gear stage from the downshift target vehicle deceleration;
If the shift lever is further operated after the clutch is connected, and the downshift prohibition unit does not prohibit the downshift, the supplementary vehicle deceleration is generated at the shift stage immediately before the shift lever is further operated. The vehicle of the hybrid vehicle according to claim 2, further comprising: a fourth control unit that reduces the supplementary regenerative torque in accordance with a difference in gear ratio before and after the shift of the immediately preceding shift stage where the shift lever is further operated. Deceleration control device. A clutch that is provided closer to the engine than the motor generator, and that transmits the engine torque to the drive wheels in a connectable and disconnectable manner;
A charge amount detection device for detecting a charge state of the battery;
A second determination unit for determining whether regeneration by the motor generator exceeds an allowable charge amount of the battery based on a detection signal of the charge amount detection device;
A first calculation unit for calculating a target vehicle deceleration required in accordance with a current vehicle speed and a current shift stage;
A fourth calculation unit that calculates a post-operation target vehicle deceleration based on a target vehicle deceleration of the first calculation unit according to a shift speed after the shift lever operation and a current vehicle speed when the shift lever is operated; When,
When the second determination unit determines that the regeneration that causes the motor generator to generate the post-operation target regenerative torque that causes the post-operation target vehicle deceleration does not exceed the charge allowable amount of the battery, the shift lever is A fifth control unit that, even when operated, causes the motor generator to generate the post-operation target regenerative torque without connecting the clutch;
The vehicle deceleration control device for a hybrid vehicle according to claim 1, comprising: An engine that outputs engine torque;
A transmission having an input shaft, an output shaft that is rotationally connected to the drive wheels, and a speed change mechanism that shifts the rotation ratio of the input shaft and the output shaft to a plurality of shift speeds;
A first control unit that automatically sets a shift stage of the transmission according to a driving state of the vehicle and downshifts the shift stage every time a shift lever is operated;
A first determination unit for determining whether or not the rotational speed of the engine exceeds an allowable rotational speed;
A motor generator capable of generating motor torque to be transmitted to the drive wheels and generating regenerative torque from the drive torque of the drive wheels;
A current converter that converts current between the motor generator and the battery into a current corresponding to the torque required from the running state of the vehicle, and enables mutual supply; and
A charge amount detection device for detecting a charge state of the battery;
An exhaust brake provided in the exhaust passage of the engine to cause vehicle deceleration;
When the shift lever is operated, when the first determination unit determines that the engine exceeds an allowable rotational speed in a downshift gear that is downshifted from the current gear by one step, the shift operation control unit A downshift prohibiting section for prohibiting downshifting to the downshift gear position;
A first calculation unit for calculating a target vehicle deceleration required in accordance with a current vehicle speed and a current shift stage;
When downshift is prohibited by the downshift prohibition unit, a second downshift target vehicle deceleration is calculated based on the target vehicle deceleration of the first calculation unit in accordance with the downshift speed and the current vehicle speed. An arithmetic unit;
When the downshift prohibiting unit prohibits downshifting, it calculates a downshift vehicle deceleration due to an increase in engine brake caused by downshifting from the downshift target vehicle deceleration to the downshift shift stage, and the downshift A fifth calculation unit for calculating an equivalent regenerative torque that generates a vehicle deceleration equivalent to the vehicle deceleration;
A sixth calculator that calculates a regenerative torque that can be generated from the capacity of the motor generator and the state of charge of the battery;
A third determination unit for determining whether or not the regenerative torque that can be generated is smaller than the equivalent regenerative torque;
When the third determination unit determines that the generateable regenerative torque calculated by the sixth calculation unit is smaller than the equivalent regenerative torque, the exhaust brake torque generated by the exhaust brake is used as an auxiliary to the generateable regenerative torque. A sixth control unit to be generated;
A vehicle deceleration control device for a hybrid vehicle comprising:

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