JP2016011701A - Control device of vehicle drive unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To execute operation based on deceleration intention of a driver.SOLUTION: A control device of a vehicle drive unit includes: a change gear 13 and a torque converter 15 switching transmission and a shutdown of power between an engine 11 and a wheel; and a control unit 100 controlling the change gear 13 and the torque converter 15. When an accelerator is in an off state and an accelerator off velocity Vacc is a predetermined first velocity V1 or more, the control unit 100 makes engine brake act by fastening of the change gear 13 and the torque converter 15, while when the accelerator is in the off state and the accelerator off velocity Vacc is less than the first velocity V1, releases the change gear 13 and the torque converter 15.

Description

  The technology disclosed herein relates to a control device for a vehicle drive unit.

  2. Description of the Related Art Conventionally, a technique is known in which a clutch is released during operation of a vehicle and an operation is performed in a state in which an engine brake is not applied (hereinafter referred to as “open operation”).

  For example, the control device according to Patent Literature 1 performs the opening operation when the accelerator pedal and the brake pedal are not operated and the vehicle speed is equal to or lower than a predetermined value.

JP 2004-44800 A

  By the way, when the engine brake does not act, the deceleration (a negative acceleration, indicating the degree of deceleration) is small, so the driver may feel that the deceleration is insufficient. In other words, even when the accelerator is off, the driver's intention to decelerate varies, and it is not necessary to avoid the engine brake from being uniformly applied. If the driver's intention to decelerate and the driving state do not match, the driver is forced to operate the accelerator or brake.

  The technique disclosed here aims to execute driving according to the driver's intention to decelerate.

  The technology disclosed herein is a control device for a vehicle drive unit that includes an intermittent device that switches between transmission and interruption of power between an engine and wheels and a control unit that controls the intermittent device. When the accelerator is turned off and the speed at which the accelerator is turned off is equal to or higher than a predetermined first threshold, the control unit applies the engine brake by engaging the interrupting device, while the accelerator is turned off and the accelerator is turned on. When the speed to turn off is less than the first threshold, the interrupting device is opened.

  According to this configuration, the control unit determines the driver's intention to decelerate based on the speed at which the accelerator is turned off (hereinafter referred to as “accelerator off speed”). Specifically, if the vehicle speed increases too much when the accelerator is on, the driver tends to return the accelerator pedal faster to decelerate. That is, when the accelerator-off speed is high, it can be determined that the driver has a strong intention to decelerate. On the other hand, when the vehicle speed reaches a desired vehicle speed due to the accelerator being on and it is not necessary to decelerate suddenly, that is, when there is no intention to accelerate and the intention to decelerate is weak, the driver tends to slowly return the accelerator. That is, when the accelerator-off speed is slow, it can be determined that the driver's intention to decelerate is weak. Therefore, when the accelerator-off speed is equal to or higher than the predetermined first threshold, the control unit determines that the intention to decelerate is strong, and operates the engine brake by applying the engine brake by fastening the interrupting device. As a result, the deceleration can be increased in accordance with the driver's intention to decelerate. On the other hand, when the accelerator-off speed is less than the first threshold, the control unit determines that the intention to decelerate is weak, opens the intermittent device, and executes the opening operation. Since the engine brake does not act in the open operation, the deceleration is smaller than that in the engine brake operation. As a result, the deceleration can be weakened in accordance with the driver's intention to decelerate.

  The control device of the vehicle drive unit further includes a generator, and the control unit applies an engine brake and generates the power when the accelerator is turned off and a speed at which the accelerator is turned off is equal to or higher than the first threshold value. You may make it perform the regenerative braking by a machine. Hereinafter, when the engine brake operation is distinguished by the presence or absence of regenerative braking, the engine brake operation without regenerative braking is referred to as “normal engine brake operation”, and the engine brake operation with regenerative braking is referred to as “regenerative engine brake operation”. . In the case where normal engine brake operation and regenerative engine brake operation are not distinguished, they are simply referred to as “engine brake operation”.

  According to this configuration, when the accelerator-off speed is high and the engine brake is applied, the regenerative braking by the generator is executed. As a result, the deceleration can be further increased, and energy can be recovered to reduce fuel consumption.

  Furthermore, the regenerative braking may be executed together with the operation of the engine brake when the accelerator is turned off and the speed at which the accelerator is turned off is equal to or higher than a second threshold value that is larger than the first threshold value.

  According to this configuration, the open operation, the normal engine brake operation, and the regenerative engine brake operation are selectively used according to the magnitude of the accelerator off speed, that is, the driver's intention to decelerate. Specifically, when the accelerator off speed is less than the first threshold value, the release operation is executed, and when the accelerator off speed is equal to or higher than the first threshold value and less than the second threshold value, the normal engine brake operation is executed, and the accelerator off speed is the second value. When the value is equal to or greater than the threshold value, the regenerative engine brake operation is executed. As described above, as the accelerator-off speed increases, that is, as the driver's intention to decelerate increases, driving with a large deceleration is executed.

  Further, the control unit may adjust the amount of power generated by regenerative braking according to the speed at which the accelerator is turned off.

  According to this configuration, the deceleration due to regenerative braking is adjusted by adjusting the power generation amount. In other words, since the deceleration due to regenerative braking is adjusted according to the accelerator off speed, that is, the intention to decelerate, it is possible to execute the driving in accordance with the driver's intention to decelerate.

  The control unit may correct the first threshold according to a brake and accelerator operation after the accelerator is turned off.

  According to this configuration, after the accelerator is turned off, the release operation or the engine brake operation is executed. At that time, if the deceleration of the selected driving is different from the driver's intention to decelerate, the driver operates the brake or the accelerator. That is, when the driver operates the brake or the accelerator after the accelerator is turned off, it means that the degree of deceleration of the selected driving deviates from the driver's intention to decelerate. Therefore, when the brake or the accelerator is operated after the accelerator is turned off, the control unit corrects the first threshold value, which is a threshold value between the release operation and the engine brake operation, according to the operation. Thereby, the driving | running | working according to the driver | operator's intention of deceleration can be performed from the next time.

  In addition, the control unit may correct the first threshold value and the second threshold value according to the operation of the brake and the accelerator after the accelerator is turned off.

  According to this configuration, when the brake or the accelerator is operated after the accelerator is turned off, the control unit, according to the operation, the first threshold that is a threshold between the open operation and the normal engine brake operation, A second threshold value that is a threshold value between the engine brake operation and the regenerative engine brake operation is corrected. Thereby, the driving | running | working according to the driver | operator's intention of deceleration can be performed from the next time.

  According to the said structure, the driving | operation according to the driver | operator's intention to decelerate can be performed.

It is a block diagram of the control apparatus of a vehicle drive unit. It is a part of flowchart of the operation control at the time of accelerator off. It is the remaining part of the flowchart of the operation control at the time of accelerator-off. It is a graph which shows the relationship between an accelerator opening and an engine output. It is an operation map according to the accelerator off speed. It is the driving | running map according to the accelerator off speed which concerns on a modification.

  Hereinafter, exemplary embodiments will be described in detail with reference to the drawings. FIG. 1 shows a block diagram of a control device for a vehicle drive unit.

  The vehicle drive unit control device includes a power train PT and a control unit 100.

  The powertrain PT includes a four-cycle spark ignition engine (hereinafter referred to as “engine”) 11 having a plurality of cylinders, left and right wheels (drive wheels) 12 and 12, a transmission 13 that performs a shift, and a transmission 13 Belt drive that serves as both a differential device 14 that distributes the output from the left and right wheels 12, 12, a torque converter 15 interposed between the engine 11 and the transmission 13, and a starter and a generator. And a starter generator (hereinafter referred to as “BISG”) 16. The transmission 13 and the torque converter 15 are an example of an intermittent device. The BISG 16 is an example of a generator.

  The transmission 13 is a multistage automatic transmission. Although detailed illustration is omitted, the transmission 13 includes a plurality of planetary gear mechanisms, and a plurality of clutch elements and brake elements as frictional engagement elements that selectively restrict the rotation of the rotation elements included in the planetary gear mechanism. have. The transmission 13 is configured to realize each shift stage by engaging an element selected from a plurality of clutch elements and brake elements. In FIG. 1, a plurality of clutch elements are schematically illustrated as clutch elements 13a.

  The torque converter 15 includes a pump, a turbine, and a stator, and transmits the power (torque) of the engine 11 to the transmission 13 via hydraulic oil. The torque converter 15 includes a lockup clutch 15a that directly connects the output shaft of the engine 11 and the turbine.

  The control unit 100 includes a VCM 17, a PCM 18, and a TCM 19. Each of the VCM 17, PCM 18, and TCM 19 has a processor, a ROM, a RAM, an I / O interface circuit, and a data bus.

  The VCM 17 mainly controls the entire vehicle. The VCM 17 includes an accelerator opening sensor 21 that detects the accelerator opening, a vehicle speed sensor 22 that detects the vehicle speed, an engine speed sensor 23 that detects the engine speed, a brake switch 24 that detects the presence or absence of a brake operation, A brake touch sensor 25 that detects that the foot is placed on the brake pedal 31, an accelerator touch sensor 26 that detects that the driver places the foot on the accelerator pedal 32, and a shift knob that detects that the driver touches the shift knob 33. Signals from the touch sensor 27 and the ECO switch 28 for the driver to select the ECO operation mode are input. The brake touch sensor 25 is an infrared sensor, for example, and detects the presence or absence of an object on the brake pedal 31. Similarly, the accelerator touch sensor 26 detects the presence / absence of an object on the accelerator pedal 32, and the shift knob touch sensor 27 detects the presence / absence of an object on the shift knob 33. The ECO switch 28 is, for example, a switch that is arranged on the instrument panel and switches execution / release of the ECO operation. The ECO operation is an operation in which the fuel consumption performance is automatically improved as compared with the normal operation.

  The VCM 17 is connected to the PCM 18 and the TCM 19 so as to be able to exchange signals. For example, the VCM 17 transmits to the PCM 18 an on command for operating the engine 11, an off command for stopping the engine 11, and a torque command related to a required torque for the engine 11. In addition, the VCM 17 transmits to the transmission 13 and the torque converter 15 a command related to the required gear stage for the transmission 13 and a command related to the engagement / release of the clutch for the transmission 13 and the torque converter 15.

  The PCM 18 mainly controls the engine 11 and the BISG 16. For example, the PCM 18 receives a signal from the VCM 17 and transmits a command related to fuel injection and a command related to ignition to the engine 11 and a power generation command or a power running command to the BISG 16.

  The TCM 19 mainly controls the transmission 13 and the torque converter 15. For example, the TCM 19 receives a signal from the VCM 17 and transmits an operation command for the clutch element and the brake element to the transmission 13 and an operation command for the lockup clutch 15 a to the torque converter 15.

  When the ECO switch 28 is selected by the driver, the VCM 17 performs an ECO operation that is an operation with improved fuel efficiency compared to the normal operation. For example, in the ECO operation, the VCM 17 outputs a command to the TCM 19 so that the gear position is switched at a timing when the fuel efficiency improves even if the power performance is inferior to that in the normal operation. That is, in the ECO operation, the fuel efficiency is prioritized over the power performance.

  The control device for the vehicle drive unit configured as described above switches between an open operation in which the engine brake is not applied and an engine brake operation in which the engine brake is applied when the accelerator is off. 2 and 3 show flowcharts of operation control when the accelerator is off.

  First, in step S1, the control unit 100 reads detection signals from various sensors. Specifically, the control unit 100 sets the accelerator opening Acc from the accelerator opening sensor 21, the vehicle speed V from the vehicle speed sensor 22, the engine speed Ne from the engine speed sensor 23, and the brake switch from the brake switch 24. Read on / off status.

  Next, in step S2, the control unit 100 determines whether or not the vehicle is traveling and the accelerator is turned off from on. For example, the control unit 100 determines that the vehicle is running when the vehicle speed V is equal to or higher than a predetermined speed and the engine speed Ne is equal to or higher than a predetermined speed. The control unit 100 determines that the accelerator is turned off from on when the accelerator opening Acc becomes zero. The control unit 100 proceeds to step S3 when the vehicle is running and the accelerator is turned off from on, while the control unit 100 proceeds to step S3, while when the vehicle is not running or the accelerator is not turned off (for example, the accelerator). When is on or when the accelerator is simply off), the process proceeds to step S5.

  In step S3, the control unit 100 determines whether or not the brake is off. For example, the control unit 100 determines that the brake is off when the brake switch 24 is off. The controller 100 proceeds to step S7 when the brake is off, but proceeds to step S4 when the brake is not off.

  If the brake is not off, that is, if the brake is on, the control unit 100 stops the fuel supply and ignition of the engine 11 in step S4, returns to step S1, and executes the processes of steps S1 and S2 again. . That is, when the brake is on, the fuel supply and ignition are simply stopped without performing the engine brake operation or the release operation. Here, in step S2 again, since it is not determined that the accelerator has been turned off from on unless the accelerator has been turned on since the previous step S2, it is determined NO, and the control unit 100 Proceed to step S5.

  In step S5, the control unit 100 determines whether the fuel supply and ignition are stopped and the accelerator is turned on, or whether the fuel supply and ignition is stopped and the engine speed is equal to or lower than a predetermined return speed. To do. If the accelerator is turned on while the fuel supply and ignition are stopped, or if the engine speed is equal to or lower than the predetermined return speed while the fuel supply and ignition is stopped, the control unit 100 determines that the fuel supply and ignition is performed in step S6. Is resumed, and the process returns to step S1. On the other hand, when none of the conditions in step S5 is satisfied, the control unit 100 returns to step S1.

  For example, when the driver is driving with the accelerator turned on, the control unit 100 proceeds from step S2 to step S5, and is determined to be NO because the fuel supply and ignition are not stopped, and returns to step S1. In this way, the processes of steps S1, S2, and S5 are repeated. When the accelerator is turned off from on, the control unit 100 proceeds from step S2 to step S3. When the brake is depressed after the accelerator is turned off, the control unit 100 proceeds from step S3 to step S4, performs fuel supply and ignition stop, and returns to step S1. In subsequent step S2, it is determined as NO as long as the accelerator-off state continues, and the control unit 100 proceeds to step S5. Then, the processing of steps S1, S2, and S5 is repeated until the accelerator is turned on again and the accelerator is turned from on to off.

  When the accelerator is turned off from on and the brake is turned off during traveling, the control unit 100 proceeds to step S7 through steps S1 to S3. In step S7, the control unit 100 determines whether or not an accelerator off speed Vacc, which is a speed at which the accelerator is turned off, is less than a predetermined first speed V1. The first speed V1 is an example of a first threshold value.

  Here, the accelerator-off speed Vacc will be described with reference to FIG. FIG. 4 is a graph showing the relationship between the accelerator opening and the engine output.

  Since the engine 11 requires power to operate each element so as to function as an engine brake, even if the accelerator opening is increased from zero, torque is not immediately output. The engine 11 outputs torque only when the accelerator opening increases to a predetermined minimum opening. The minimum opening that is the accelerator opening at which the engine output becomes zero depends on the warm-up state of the engine 11 and the engine speed. That is, if the warm-up state of the engine 11 and the engine speed are determined, the minimum opening is determined. In the present embodiment, the rate of decrease in the accelerator opening until the accelerator opening reaches zero after the minimum opening is set as the accelerator off speed Vacc. That is, the accelerator-off opening Vacc is (minimum opening) / (time from when the engine opening reaches the minimum opening until it becomes zero).

  In step S7 and step S14, which will be described later, the control unit 100 determines which of the release operation, the normal engine brake operation, and the regenerative engine brake operation is executed based on the accelerator off speed Vacc. FIG. 5 shows an operation map corresponding to the accelerator off speed. In FIG. 5, the regeneration amount in the regeneration engine brake operation is also illustrated.

  When the accelerator off speed Vacc is less than the first speed V1, the control unit 100 determines that the driver's intention to decelerate is weak, and executes an open operation in which the engine brake is not applied in steps S8 and S9. Specifically, in step S8, the control unit 100 releases the clutch element 13a of the transmission 13 and releases the lockup clutch 15a of the torque converter 15 (that is, releases the engagement). In step S9, the engine 100 11 fuel supply and ignition are stopped. That is, since the fuel supply and ignition are stopped in a state where torque transmission between the engine 11 and the wheels 12 and 12 is interrupted, the engine 11 does not act as an engine brake.

  Thus, when the accelerator off speed Vacc is less than the first speed V1, it is determined that the intention to decelerate is very weak, and an open operation with a small deceleration is executed. In the open operation, the vehicle can travel with a small deceleration according to the driver's weak intention to decelerate, and the fuel consumption per traveling distance can be suppressed to improve the fuel efficiency.

  On the other hand, when the accelerator-off speed Vacc is equal to or higher than the first speed V1, the control unit 100 determines that the driver has a strong intention to decelerate and executes engine brake operation in which the engine brake is applied in steps S12 and S13. . Specifically, the control unit 100 maintains the engagement of the clutch element 13a of the transmission 13 and the engagement of the lock-up clutch 15a of the torque converter 15 in step S12, and performs fuel supply and ignition of the engine 11 in step S13. Stop. Here, “engagement of the clutch element 13a of the transmission 13” does not mean that all of the plurality of clutch elements of the transmission 13 are engaged, but the engine 11 among the plurality of clutch elements and brake elements. This means that an element necessary for realizing torque transmission between the vehicle and the wheels 12 and 12 at an appropriate gear position according to the driving situation at that time is fastened. That is, depending on the driving situation, two clutch elements may be engaged, or one clutch element and one brake element may be engaged.

  That is, since fuel supply and ignition are stopped in a state where torque transmission between the engine 11 and the wheels 12 and 12 is maintained, the engine 11 acts as a resistance for the wheels 12 and 12 and functions as an engine brake. . Therefore, a large deceleration is given to the wheels 12 and 12.

  Subsequently, in step S14, the control unit 100 determines whether the engine brake operation is a normal engine brake operation without regenerative braking or a regenerative engine brake operation with regenerative braking. Specifically, the control unit 100 determines whether or not the accelerator off speed Vacc is less than a predetermined second speed V2. The second speed V2 is greater than the first speed V1. The second speed V2 is an example of a second threshold value.

  When the accelerator off speed Vacc is less than the second speed V2, the control unit 100 proceeds to step S15 without performing regenerative braking by the BISG 16. That is, normal engine braking operation is executed.

  On the other hand, when the accelerator off speed Vacc is equal to or higher than the second speed V2, the control unit 100 causes the BISG 16 to function as a generator and performs regenerative braking in step S18. That is, the regenerative engine brake operation is executed. In the regenerative engine brake operation, in addition to the resistance of the engine 11, the driving force of the BISG 16 acts as an engine brake, so that a larger deceleration is applied than in the normal engine brake operation.

  At this time, the control unit 100 controls the BISG 16 so that the power generation amount increases as the accelerator off speed Vacc increases. Specifically, as shown in FIG. 5, the power generation amount is adjusted to increase in proportion to the accelerator off speed Vacc (strictly, in proportion to (Vacc−V2)).

  The control unit 100 thus switches between the regenerative operation, the normal engine brake operation, and the regenerative engine brake operation, while the first speed V1 and the second speed V2 used for the switching are based on the accelerator and brake operation of the driver during each operation. Have been corrected.

  Specifically, in the release operation, in step S10, the control unit 100 determines whether or not the brake is operated within a predetermined time after the accelerator is turned off (that is, whether or not the brake is turned on). When the brake is operated, the control unit 100 corrects the first speed V1 by a predetermined amount in step S11. That is, the brake operation means that the deceleration is insufficient. By correcting the first speed V1 to be small, the normal engine brake operation having a larger deceleration than the open operation is easily performed from the next time.

  In normal engine brake operation, the control unit 100 determines in step S15 whether or not the accelerator or the brake has been operated within a predetermined time after the accelerator is turned off. When the accelerator is operated (that is, the accelerator is turned on), the control unit 100 corrects the first speed V1 by a predetermined amount in step S16. That is, the accelerator operation means that deceleration is excessive. By correcting the first speed V1 so as to be large, it becomes easier to execute an open operation having a deceleration smaller than that of the normal engine brake operation from the next time. On the other hand, when the brake is operated, the control unit 100 corrects the second speed V2 to be smaller by a predetermined amount in step S17. That is, the brake operation means that the deceleration is insufficient. By correcting the second speed V2 to be small, the regenerative engine brake operation having a larger deceleration than the normal engine brake operation is easily performed from the next time.

  In the regenerative engine brake operation, the control unit 100 determines in step S19 whether the accelerator or the brake is operated within a predetermined time after the accelerator is turned off. When the accelerator is operated, the control unit 100 corrects the second speed V2 by a predetermined amount in step S20. That is, the accelerator operation means that deceleration is excessive. By correcting the second speed V2 to be large, the normal engine brake operation having a smaller deceleration than the regenerative engine brake operation is easily performed from the next time. On the other hand, when the brake is operated, the control unit 100 corrects the second speed V2 to be smaller by a predetermined amount in step S21. That is, the brake operation means that the deceleration is insufficient. By correcting the second speed V2 to be small, the straight line indicating the relationship between the accelerator off speed Vacc and the regeneration amount in FIG. For example, as shown in FIG. 5, when the accelerator off speed Vacc is Va, the regeneration amount is increased as a result of correcting the second speed V2 to the low speed side. This increases the deceleration.

  Thus, by correcting the first speed V1 and the second speed V2 based on the driver's operation after the accelerator is turned off, the deceleration can be made more in line with the driver's intention to decelerate.

  In the normal engine brake operation and the regenerative engine brake operation, when the engine speed becomes less than a predetermined lower limit speed, the control unit 100 releases the clutch element 13a of the transmission 13 and the torque converter 15 in step S22. The lockup clutch 15a is released. That is, in the engine brake operation, the engine 11 is stopped while the engine brake is applied. If the engine 11 and the wheels 12 and 12 are connected until the engine 11 stops, the vehicle comfort, that is, , NVH (Noise, Vibration and Harshness) gets worse. Therefore, the engine 11 can be smoothly stopped by releasing the clutch element 13a and the lockup clutch 15a when the engine speed becomes less than a predetermined lower limit speed.

  In any of the open operation, the normal engine brake operation, and the regenerative engine brake operation, when the accelerator is turned on after the fuel supply and ignition are stopped, the fuel supply and ignition are resumed.

  As described above, the control device for the vehicle drive unit includes the transmission 13 and the torque converter 15 that switch between transmission and interruption of power between the engine 11 and the wheels, and the control unit 100 that controls the transmission 13 and the torque converter 15. When the accelerator is turned off and the accelerator off speed Vacc is equal to or higher than the predetermined first speed V1, the control unit 100 applies the engine brake by engaging the transmission 13 and the torque converter 15, while the accelerator is turned off. When the accelerator off speed Vacc is less than the first speed V1, the transmission 13 and the torque converter 15 are opened.

  According to this configuration, in the open operation, the deceleration is relatively small because the engine brake does not act. On the other hand, the engine brake operation has a relatively large deceleration because the engine brake acts. Since the driver's intention to decelerate frequently appears in the accelerator-off speed Vacc, by switching between the open operation and the engine brake operation based on the accelerator-off speed Vacc, a deceleration operation corresponding to the driver's intention to decelerate is performed. Is automatically selected. Thus, by performing the driving according to the driver's intention to decelerate, the operation of the driver can be reduced as much as possible, and the comfort during driving can be improved.

  In addition, fuel consumption can be improved by reducing the operation of the driver as much as possible. That is, when the deceleration is excessive, the driver will step on the accelerator pedal 32. However, if the deceleration is appropriate, such an accelerator operation becomes unnecessary and the fuel consumption can be reduced. On the other hand, when the deceleration is insufficient, the driver will step on the brake pedal 31. In this case, the fuel consumption deteriorates because the hydraulic brake or the like is operated. However, if the deceleration is appropriate, such a brake operation becomes unnecessary, and the consumption of energy related to the operation of the hydraulic brake is suppressed, so that the fuel consumption can be reduced. In this way, fuel consumption can be improved by reducing unnecessary operations of the driver regarding acceleration / deceleration.

  The vehicle drive unit control device further includes a BISG 16, and the control unit 100 applies an engine brake and performs regenerative braking by the BISG 16 when the accelerator is off and the accelerator off speed Vacc is equal to or higher than the first speed V1. Run.

  According to this configuration, since regenerative braking is executed when engine braking operation is executed, fuel efficiency can be improved.

  Furthermore, the regenerative braking is executed together with the operation of the engine brake when the accelerator is turned off and the accelerator off speed Vacc is equal to or higher than the second speed V2 which is larger than the first speed V1.

  According to this configuration, the engine brake operation can be divided into a normal engine brake operation without regenerative braking and a regenerative engine brake operation with regenerative braking. Then, the open operation, the normal engine brake operation, and the regenerative engine brake operation are switched according to the accelerator off speed Vacc. In this way, by adding an engine brake operation with a different deceleration as an option, it is possible to realize an operation in accordance with the driver's intention to decelerate.

  Moreover, the control part 100 adjusts the electric power generation amount by regenerative braking according to the accelerator off speed Vacc.

  According to this configuration, in the regenerative engine brake operation, the power generation amount is not uniform and is adjusted according to the accelerator off speed Vacc. When the power generation amount changes, the deceleration due to regenerative braking also changes. That is, the deceleration in the regenerative engine brake operation can be adjusted according to the driver's intention to decelerate. As a result, it is possible to realize driving that complies with the driver's intention to decelerate.

  In addition, the control unit 100 corrects the first speed V1 according to the operation of the brake and the accelerator after the accelerator is turned off.

  According to this configuration, the control unit 100 corrects the first speed V1 according to the brake and accelerator operations during the release operation and the engine brake operation. That is, the brake and accelerator operations during the open operation and the engine brake operation are the driver's reaction to the deceleration. The brake operation represents insufficient deceleration, and the accelerator operation represents excessive deceleration. Therefore, by correcting the first speed V1 according to these brake and accelerator operations, even if the accelerator off speed Vacc is not so high, the engine brake operation is executed, or the accelerator off speed Vacc is not so low. An open operation can be performed. As a result, the selection of the open operation and the engine brake operation can be adapted to the driving tendency with respect to the driver's deceleration.

  Furthermore, the control unit 100 corrects the first speed V1 and the second speed V2 according to the operation of the brake and the accelerator after the accelerator is turned off.

  According to this configuration, the control unit 100 corrects the first speed V1 and the second speed V2 according to the brake and accelerator operations during the open operation, the normal engine brake operation, and the regenerative engine brake operation. Accordingly, the selection of the open operation, the normal engine brake operation, and the regenerative engine brake operation can be adapted to the driving tendency with respect to the driver's deceleration.

<< Other Embodiments >>
As described above, the embodiment has been described as an example of the technique disclosed in the present application. However, the technology in the present disclosure is not limited to this, and can also be applied to an embodiment in which changes, replacements, additions, omissions, and the like are appropriately performed. Moreover, it is also possible to combine each component demonstrated by the said embodiment and it can also be set as new embodiment. In addition, among the components described in the accompanying drawings and detailed description, not only the components essential for solving the problem, but also the components not essential for solving the problem in order to exemplify the above technique. May also be included. Therefore, it should not be immediately recognized that these non-essential components are essential as those non-essential components are described in the accompanying drawings and detailed description.

  About the said embodiment, it is good also as following structures.

  For example, in the embodiment, the transmission 13 and the torque converter 15 are employed as the interrupting device, but the configuration of the interrupting device is not limited to this. Various transmissions or clutch mechanisms can be employed as the interrupting device. For example, the present technology can be applied not only to an automatic transmission but also to a manual transmission. In a manual transmission, the engagement / disengagement of the clutch is normally controlled by the operation of the driver, but an automatic clutch mechanism controlled by the control unit 100 is provided separately. In a situation where the accelerator is turned off from on as described above, the control unit 100 may control the automatic clutch mechanism in accordance with the accelerator off speed Vacc and select the disengagement operation and the engine brake operation.

  Further, although the transmission of torque between the engine 11 and the wheels 12 and 12 is interrupted by both the transmission 13 and the torque converter 15, it may be performed by only one of them. That is, in the embodiment, when the torque transmission between the engine 11 and the wheels 12 and 12 is interrupted, both the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15 are opened. Any configuration may be used as long as at least one of the clutch element 13a and the lock-up clutch 15a is released. Further, if the torque converter does not have a lock-up function, the transmission / reception device 13 may switch the torque transmission intermittently.

  Moreover, in the said embodiment, although BISG16 is employ | adopted as a generator, a generator is not restricted to BISG. For example, the generator is not an integrated starter and generator, but may be a generator, that is, an alternator.

  In the embodiment described above, the accelerator opening reduction rate from when the accelerator opening reaches the minimum opening (the opening at which the engine output becomes zero) until it becomes zero is used as the accelerator off speed Vacc. The off speed is not limited to this. For example, the rate of decrease of the accelerator opening during a predetermined period immediately before the accelerator opening becomes zero may be used as the accelerator off speed Vacc. Alternatively, the accelerator opening speed Vacc may be a differential value of the accelerator opening when the accelerator opening becomes the minimum opening. That is, any value can be adopted as the accelerator speed Vacc as long as it is an index representing the speed at which the accelerator opening decreases toward zero.

  Moreover, in the said embodiment, although 2nd speed V2 is correct | amended according to the accelerator and brake operation in regenerative engine brake driving | operation, the object of correction | amendment is not restricted to 2nd speed V2. For example, as shown in FIG. 6, the rate of change of the regeneration amount with respect to the accelerator-off speed Vacc may be corrected in accordance with the driver's accelerator and brake operations. Specifically, when the accelerator operation is performed, the rate of change (that is, the slope) of the regeneration amount with respect to the accelerator off speed Vacc is reduced because the deceleration is excessive. Thereby, even if the accelerator-off speed Vacc is the same (for example, Va), the regeneration amount is decreased and the deceleration is decreased. On the other hand, when the brake operation is performed, the rate of change of the regeneration amount with respect to the accelerator-off speed Vacc is increased because the deceleration is insufficient. As a result, even if the accelerator-off speed Vacc is the same (for example, Va), the regeneration amount increases and the deceleration increases. The correction of the second speed V2 and the correction of the change rate of the regeneration amount with respect to the accelerator off speed Vacc may be performed in combination.

  In the engine brake operation, when the engine speed becomes a predetermined value or less, the clutch element 13a of the transmission 13 and the lock-up clutch 15a of the torque converter 15 are opened, but the present invention is not limited to this. . In the engine brake operation, when the engine speed becomes equal to or lower than a predetermined return speed, the control unit 100 may restart the fuel supply and ignition to execute the idle operation.

  Furthermore, in the open operation, the engine 11 is finally stopped, but is not limited thereto. The control unit 100 may restart the fuel supply and ignition when the engine speed becomes equal to or lower than a predetermined return speed during the opening operation.

  In addition, as long as the effects of the present technology can be obtained, the order of the steps may be changed, a plurality of steps may be processed in parallel, or another step may be added.

  As described above, the technology disclosed herein is useful for a control device for a vehicle drive unit.

11 Engine 12 Wheel 13 Transmission (intermittent device)
15 Torque converter (intermittent device)
16 Belt drive starter generator (generator)
100 Control unit Vacc accelerator off speed (speed at which accelerator is off)
V1 first speed (first threshold)
V2 Second speed (second threshold)

Claims (6)

An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
When the accelerator is turned off and the speed at which the accelerator is turned off is equal to or higher than a predetermined first threshold, the control unit applies the engine brake by fastening the intermittent device, while the accelerator is turned off and the accelerator is turned off. And a vehicle drive unit control device that opens the intermittent device when the speed is less than the first threshold. In the control device of the vehicle drive unit according to claim 1,
Further comprising a generator,
The control unit is a control device for a vehicle drive unit that applies an engine brake and performs regenerative braking by the generator when an accelerator is turned off and a speed at which the accelerator is turned off is equal to or higher than the first threshold value. In the control apparatus of the vehicle drive unit according to claim 2,
The regenerative braking is executed together with the action of the engine brake when the accelerator is turned off and the speed at which the accelerator is turned off is equal to or higher than a second threshold value greater than the first threshold value. In the control apparatus of the vehicle drive unit according to claim 2 or 3,
The said control part is a control apparatus of the vehicle drive unit which adjusts the electric power generation amount by regenerative braking according to the speed which turns off an accelerator. In the control apparatus of the vehicle drive unit according to claim 1 or 2,
The said control part is a control apparatus of the vehicle drive unit which correct | amends the said 1st threshold value according to the brake and accelerator operation after an accelerator turns off. In the control apparatus of the vehicle drive unit according to claim 3,
The said control part is a control apparatus of the vehicle drive unit which correct | amends the said 1st threshold value and 2nd threshold value according to the operation of the brake and accelerator after an accelerator turns off.

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