JP2016215762A - Drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device which can suppress that even a vehicle having a clutch mechanism which can release a power transmission route in which power is transmitted to drive wheels may retreat to a reverse direction with respect to a forward direction when starting from a traveling face which is inclined so as to rise toward the forward direction.SOLUTION: It is detected whether or not a vehicle is in a start support requirement state that the state support of the vehicle is required (step S3), also it is detected whether or not the vehicle is in a power transmission state that power is transmitted to drive wheels from a motor generator (step S7), and on condition that it is detected that the vehicle is in the start support requirement state, and in the power transmission state, the motor generator is driven (step S9).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle drive control device.

  A technology that drives the motor with the maximum output torque to rotate the crankshaft of the engine when the vehicle should move forward without retreating from a state where the vehicle is stopped on a steep uphill by the idling stop function Is proposed in Patent Document 1.

JP 2003-301735 A

  Since a vehicle having a torque converter as proposed in Patent Document 1 is not provided with a clutch mechanism for releasing a power transmission path for transmitting power to the drive wheels, the vehicle stops on a steep uphill by an idling stop function. The vehicle can be moved forward without retreating from the running state.

  On the other hand, in a vehicle having a clutch mechanism that can release a power transmission path through which power is transmitted to the drive wheels, when starting the vehicle from a state where the vehicle is stopped, the clutch mechanism is released. It takes time to change the power transmission path from the released state to the connected state from the connected state to the connected state.

  For this reason, when the vehicle having the clutch mechanism as described above starts from a running surface inclined so as to rise in the traveling direction, braking by the brake is released and the clutch mechanism is released from the released state. There has been a problem that the vehicle is retracted in the direction opposite to the traveling direction until the connection state is reached.

  Therefore, the present invention has been made to solve such problems, and even in a vehicle having a clutch mechanism capable of releasing a power transmission path through which power is transmitted to drive wheels, It is an object of the present invention to provide a drive control device that can suppress retreating in a direction opposite to the traveling direction when starting from a traveling surface that is inclined so as to rise.

  One aspect of a drive control device according to the present invention that solves the above-described problems is a motor that rotates an output shaft of an engine, a manual transmission that shifts power transmitted to drive wheels, and power that is transmitted to the drive wheels. A vehicle drive control device provided with a clutch mechanism that takes one of a released state for releasing a power transmission path and a connected state for connecting a power transmission path, wherein the vehicle is stopped A start support request state detection unit that detects whether or not the vehicle is in a start support request state that requires support when starting the vehicle from a stopped state, and a power transmission state in which power is transmitted from the motor to the drive wheels A power transmission state detection unit that detects whether or not the vehicle is in a start support request state by the start support request state detection unit when the vehicle is started from a vehicle stop state. Thus the condition that has been detected that the power transmitting state, and a drive control unit for driving the motor.

  Even if the vehicle has a clutch mechanism capable of releasing a power transmission path through which power is transmitted to drive wheels, the vehicle is started from a running surface that is inclined so as to rise in the traveling direction. In some cases, it is possible to provide a drive control device that can suppress retreating in the direction opposite to the traveling direction.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with a drive control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic diagram of a gradient resistance map referred to by the drive control apparatus according to the embodiment of the present invention. FIG. 3 is a flowchart showing a drive control operation of the drive control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart showing a start supportable detection process executed by the drive control apparatus according to the embodiment of the present invention. FIG. 5 is a flowchart showing a required driving force calculation process executed by the drive control apparatus according to the embodiment of the present invention. FIG. 6 is a flowchart showing a start assistance state detection process executed by the drive control apparatus according to the embodiment of the present invention. FIG. 7 is a flowchart showing startable detection processing executed by the drive control apparatus according to the embodiment of the present invention. FIG. 8 is a schematic diagram of a travel resistance map referred to by the drive control apparatus according to the embodiment of the present invention.

  Embodiments of the present invention will be described below with reference to the drawings. Hereinafter, a vehicle equipped with a drive control device according to an embodiment of the present invention will be described.

  As shown in FIG. 1, a vehicle 1 has an idling stop function, and an internal combustion engine type engine 2 and a motor generator (“MG” in the figure) that rotates an output shaft of the engine 2 via a belt 3 or the like. 4), a manual transmission 6 for shifting the power transmitted to the drive wheels 5L and 5R, a clutch mechanism 7 provided between the engine 2 and the manual transmission 6, and an ECU (Electronic Control Unit) 8 And comprising.

  The engine 2 is formed with a plurality of cylinders. A combustion chamber is defined in each cylinder. In the present embodiment, the engine 2 performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder, and performs four cycles for ignition during the compression stroke and the expansion stroke. It is composed by the engine.

  The motor generator 4 functions as a motor that rotates the output shaft of the engine 2 by being driven by power supplied from the battery 9. Further, the motor generator 4 functions as a generator that generates electric power for charging the battery 9 by being driven by the output shaft of the engine 2.

  The manual transmission 6 has a constantly meshing transmission mechanism. Although not shown, the manual transmission 6 includes an input shaft, a counter shaft, and an output shaft. The input shaft and the counter shaft are interlocked by a pair of gears meshed with each other.

  The counter shaft and the output shaft are provided with a pair of gears meshed with each other in accordance with the shift speed. The gear provided on the output shaft is provided so as to idle with respect to the output shaft. The output shaft is provided with a sleeve that rotates together with the output shaft.

  The sleeve is moved in the axial direction of the output shaft by the shift fork driven by operating the shift lever 37 and meshes with the gear. When the sleeve meshes with the gear, the gear meshed with the sleeve rotates together with the output shaft, and power is transmitted from the counter shaft to the output shaft via the gear meshed with the sleeve.

  The clutch mechanism 7 is constituted by a dry clutch. Specifically, the clutch mechanism 7 is for releasing or connecting the flywheel connected to the output shaft of the engine 2, the clutch disc connected to the input shaft of the manual transmission 6, and the flywheel and the clutch disc. Release fork.

  The release fork is driven by the operation of the clutch pedal 35, and changes the torque transmitted from the engine 2 to the manual transmission 6 by changing the engagement state between the clutch disc and the flywheel. In this way, the clutch mechanism 7 is configured to change the engaged state by the operation of the clutch pedal 35.

  The ECU 8 is configured by a computer unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port.

  The ROM of the computer unit stores a program for causing the computer unit to function as the ECU 8 along with various constants and maps. That is, in the ECU 8, when the CPU executes a program stored in the ROM, the computer unit functions as the ECU 8 in the present embodiment.

  The input port of the ECU 8 includes a crank angle sensor 20 that detects a rotation angle of a crankshaft as an output shaft of the engine 2 and an intake pressure that detects a pressure in an intake manifold of the engine 2 (hereinafter referred to as “intake pressure”). A sensor 21, a water temperature sensor 22 that detects the temperature of the cooling water of the engine 2 (hereinafter referred to as “cooling water temperature”), a vehicle speed sensor 23 that detects the vehicle speed, and an acceleration sensor 24 that detects the acceleration of the vehicle 1. Various sensors including it are connected.

  The sensors connected to the input port of the ECU 8 include an accelerator opening sensor 32 that detects the operation amount of the accelerator pedal 31, a brake stroke sensor 34 that detects the operation amount of the brake pedal 33, and a clutch pedal 35. A clutch stroke sensor 36 that detects the operation amount, a shift position sensor 38 that detects the position of the shift lever 37 (hereinafter referred to as “shift position”), a voltage sensor 39 that detects the voltage between the terminals of the battery 9, and the like are included. .

  In addition, various switches including a start support request switch 40 for requesting support when starting the vehicle 1 from the vehicle stop state where the vehicle 1 is stopped are connected to the input port of the ECU 8. In the present embodiment, the vehicle stop state refers to a state where the vehicle speed detected by the vehicle speed sensor 23 is substantially 0 (for example, 3 km / h or less).

  Various control objects including a throttle valve actuator (not shown), an injector and a spark plug (not shown) provided in the engine 2 and an inverter circuit (not shown) for controlling the motor generator 4 are connected to the output port of the ECU 8.

  Various peripheral devices such as a display device such as an instrument panel and a sound output device such as a speaker (hereinafter collectively referred to as “notification device 50”) are connected to the output port of the ECU 8.

  The ECU 8 controls various control objects and operates various peripheral devices based on information obtained from various sensors and various switches. For example, the ECU 8 cuts the fuel supplied to the engine 2 when the vehicle 1 is decelerated or stopped at a low speed range, and activates an idling stop function that stops the operation of the engine 2. It has become.

  In the present embodiment, the ECU 8 is in a start support request state in which support for starting the vehicle 1 from a vehicle stop state by an idling stop function or the like (hereinafter simply referred to as “start support”) is requested. It functions as a start support request state detection unit 61 that detects

  Specifically, if the start support request switch 40 is on, the ECU 8 detects that the start support request is in the start support request state. If the start support request switch 40 is off, the ECU 8 detects that the start support request switch 40 is not in the start support request state. It is like that.

  The ECU 8 functions as a power transmission state detection unit 62 that detects whether or not the power is transmitted from the motor generator 4 to the drive wheels 5L and 5R. Specifically, the ECU 8 detects that the manual transmission 6 is in a power transmission state on the condition that the manual transmission 6 forms a start gear and the clutch mechanism 7 is in a connected state.

  In the present embodiment, when the shift position detected by the shift position sensor 38 is the first speed, the ECU 8 determines that the manual transmission 6 forms a start gear stage.

  Further, the ECU 8 determines that the clutch mechanism 7 is in the connected state on the condition that the operation amount of the clutch pedal 35 detected by the clutch stroke sensor 36 is detected to be substantially zero. ing. In the following description, the fact that the operation amount of the clutch pedal 35 is substantially zero is referred to as the clutch pedal 35 being off.

  The ECU 8 calculates the necessary driving force Fn required to start the vehicle 1 from at least the resistance due to the gradient of the traveling surface and the resistance received from the road surface and air (hereinafter referred to as “traveling resistance”) when the vehicle is stopped. It functions as the necessary driving force calculation unit 63 to perform.

  In the present embodiment, as shown in FIG. 2, the ROM of the ECU 8 stores a gradient resistance map in which the gradient θ of the running surface when the vehicle is stopped and the reference gradient resistance Rb are associated with each other. . Here, the reference gradient resistance Rb refers to a gradient resistance that assumes that the total vehicle weight of the vehicle 1 is the reference weight Wb.

  The ECU 8 refers to the gradient resistance map, determines the reference gradient resistance Rb from the running surface gradient θ obtained from the detection result of the acceleration sensor 24, and multiplies the ratio of the actual total vehicle weight Wr and the reference weight Wb of the vehicle 1. Thus, the actual gradient resistance Rr is calculated, and the required driving force Fn is calculated from the calculated actual gradient resistance Rr.

  Since the reference gradient resistance Rb can be obtained by Wb × g × sin θ, the ECU 8 calculates the reference gradient resistance Rb from the gradient θ of the traveling surface obtained from the detection result detected by the acceleration sensor 24. May be.

  The RAM of the ECU 8 stores the actual vehicle total weight Wr calculated in advance by the ECU 8 before the vehicle is stopped. The ECU 8 refers to the actual vehicle total weight Wr stored in the RAM when calculating the actual gradient resistance Rr.

  In the present embodiment, the ECU 8 calculates the actual total vehicle weight Wr of the vehicle 1 using the first law of motion on condition that the vehicle 1 is traveling straight.

  Specifically, the ECU 8 detects the engine rotation speed obtained from the rotation angle of the crankshaft detected by the crank angle sensor 20, the intake pressure detected by the intake pressure sensor 21, the cooling water temperature detected by the water temperature sensor 22, and A drive torque obtained by multiplying the output torque of the engine 2 obtained from the ignition timing of the engine 2 and the gear ratio of the manual transmission 6 is calculated.

  The ECU 8 calculates the driving force F of the vehicle 1 by dividing the calculated driving torque by the radius of the driving wheels 5L and 5R, which are specification values, and subtracts the running resistance Fre from the calculated driving force F. The propulsive force Fw of the vehicle 1 is calculated.

  The running resistance Fre is a force acting in the direction opposite to the vehicle traveling direction, and includes a resistance from the road surface (hereinafter referred to as “rolling resistance”) and an air resistance component, and varies depending on the vehicle speed. The ROM of the ECU 8 stores a travel resistance map in which the reference travel resistance Frb is associated with the vehicle speed, as shown in FIG.

  The reference running resistance Frb is a force acting in the direction opposite to the vehicle traveling direction when it is assumed that the total vehicle weight of the vehicle 1 is the reference weight Wb. The travel resistance map shown in FIG. 8 is a map showing the travel resistance due to the rolling resistance and the air resistance, and therefore the gradient resistance due to the road surface gradient θ is not considered.

  The ECU 8 calculates the running resistance Fre by referring to the running resistance map, determining the reference running resistance Frb from the vehicle speed detected by the vehicle speed sensor 23, and correcting the increase / decrease by the actual total vehicle weight Wr of the vehicle 1. It is supposed to be.

Here, the ECU 8 changes the amount of change ΔFw per unit time of the propulsive force Fw of the vehicle 1, the amount of change ΔF per unit time of the driving force F of the vehicle 1, the actual vehicle weight Wr, the reference weight Wb, and the reference From the following equation (1), which is established between the change amount ΔFrb per unit time of the travel resistance Frb and the change amount Δα per unit time of the component in the traveling direction of the acceleration detected by the acceleration sensor 24, the actual vehicle The total weight Wr is calculated.
ΔFw = ΔF−ΔFre = Wr × Δα (1)

Although the actual vehicle weight Wr is calculated in the above equation (1), it will be described below how the running resistance Fre, which is an element constituting the equation (1), is corrected based on Frb. Frb is a value obtained by adding Frr, which is a rolling resistance component, and Fra, which is an air resistance component, as shown in Equation (2).
Frb = Frr + Fra (2)

  The rolling resistance component Frr does not vary even when the vehicle speed changes, but increases in proportion to the total vehicle weight. The air resistance component Fra increases as the vehicle speed changes, but the value does not change even if the total vehicle weight changes.

In the map of FIG. 8, the running resistance is obtained by adding the rolling resistance component by the intercept value to the air resistance component that fluctuates according to the vehicle speed. That is, based on the running resistance Frb when the total vehicle weight is assumed to be the reference weight Wb, the running resistance Fre is calculated by correcting Frb as shown in the equation (3) when the actual vehicle gross weight Wr. The
Fre = (Wr / Wb) × Frr + Fra (3)

  Therefore, since ΔFre is not affected by the actual vehicle weight Wr, even if the actual vehicle weight Wr is unknown, it can be calculated by referring only to the map of FIG. Wr can be calculated.

  The ECU 8 may calculate the actual total vehicle weight Wr of the vehicle 1 from the detection results of other sensors under other conditions instead of calculating the actual total vehicle weight Wr as described above. Good.

  Since the actual gradient resistance Rr can be obtained by Wr × g × sin θ, the ECU 8 calculates the actual gradient resistance Rr from the gradient θ of the running surface obtained from the detection result detected by the acceleration sensor 24. May be.

  The ECU 8 detects whether or not the vehicle 1 can be started according to the required driving force Fn and the remaining capacity of the battery 9 (State Of Charge, hereinafter referred to as “SOC”). It functions as the unit 64.

  Specifically, the ECU 8 can supply the SOC of the battery 9 that is equal to or greater than a threshold THs that has been experimentally determined in advance, and the maximum output of the motor generator 4 multiplied by the first gear ratio for starting the manual transmission 6. If the driving force Fp is greater than or equal to the required driving force Fn, it is detected that the vehicle 1 can be started.

  The ECU 8 calculates the SOC of the battery 9 based on the voltage between the terminals of the battery 9 detected by the voltage sensor 39. Note that an SOC map in which the terminal voltage of the battery 9 is associated with the SOC of the battery 9 is stored in the ROM of the ECU 8, and the ECU 8 refers to the SOC map and detects the battery 9 detected by the voltage sensor 39. The SOC of the battery 9 may be specified based on the inter-terminal voltage.

  Further, the vehicle 1 may be provided with a current sensor that detects a current flowing into and out of the battery 9, and the ECU 8 may calculate the SOC of the battery 9 by integrating the detection values of the current sensor.

  The ECU 8 functions as a start supportable state notification unit 65 that notifies the notification device 50 of the detection result of whether or not the start support of the vehicle 1 is possible. Specifically, the ECU 8 transmits a signal indicating the detection result of whether or not the vehicle 1 can be started to support the notification device 50, thereby detecting whether or not the vehicle 1 can be started. The notification device 50 is configured to execute notification according to the above.

  When starting the vehicle 1 from the vehicle stop state, the ECU 8 detects that the vehicle is in the start support request state, detects that it is in the power transmission state, and detects that the vehicle 1 can be started. Under the condition, it functions as a drive control unit 66 for driving the motor generator 4.

  Further, the ECU 8 detects whether or not the vehicle 1 can be started by the motor generator 4 from the comparison result between the output of the driven motor generator 4 and the required driving force Fn when the vehicle is stopped. It functions as a startable state detector 67.

  Specifically, the ECU 8 detects that the vehicle 1 can start if the output of the driven motor generator 4 is equal to or greater than the necessary driving force Fn, and the output of the driven motor generator 4 is equal to or greater than the necessary driving force Fn. Otherwise, it is detected that the vehicle 1 cannot be started.

  The ECU 8 functions as a startable state notifying unit 68 that notifies a detection result of whether or not the vehicle 1 can start. Specifically, the ECU 8 transmits a signal representing the detection result of whether or not the vehicle 1 can be started to the notification device 50, thereby responding to the detection result of whether or not the vehicle 1 can be started. The notification device 50 is made to execute the notification.

  Thus, when the brake pedal 33 is turned off when the notification device 50 notifies that the vehicle 1 can start, the vehicle 1 is prevented from moving backward in the direction opposite to the traveling direction. The

  A drive control operation by the ECU 8 configured as described above will be described with reference to FIGS. The drive control operation described below is repeatedly executed on condition that the vehicle is stopped.

  In FIG. 3, first, the ECU 8 executes a start support enable detection process shown in FIG. 4 for detecting whether or not the start support of the vehicle 1 is possible (step S1).

  In the start supportable detection process shown in FIG. 4, first, the ECU 8 calculates the SOC of the battery 9 (step S21). Next, the ECU 8 executes a necessary driving force calculation process shown in FIG. 5 for calculating the necessary driving force Fn (step S22).

  In the required driving force calculation process shown in FIG. 5, first, the ECU 8 calculates the gradient θ of the traveling surface from the detection result of the acceleration sensor 24 (step S31). Next, the ECU 8 calculates an actual gradient resistance Rr from the gradient θ of the traveling surface calculated in step S31 and the actual total vehicle weight Wr of the vehicle 1 (step S32).

  Next, the ECU 8 calculates the necessary driving force Fn from the actual gradient resistance Rr calculated in step S32 and the traveling resistance Fre calculated with reference to the traveling resistance map shown in FIG. 8 (step S33), and calculates the required driving force. The process ends. Specifically, the ECU 8 calculates the required driving force Fn by adding the actual gradient resistance Rr and the running resistance Fre when the vehicle speed is 0 [km / h].

  The running resistance Fre here is obtained by adding the actual vehicle total weight Wr of the vehicle 1 and the reference vehicle total weight Wb to Frb when the vehicle speed determined with reference to the map of FIG. 8 is 0 [km / h]. It is a value calculated by multiplying the ratio.

  In FIG. 4, the ECU 8 includes a supplyable driving force Fp obtained by multiplying the maximum output of the motor generator 4 by the first gear ratio for starting the manual transmission 6, and the required driving force Fn calculated by the required driving force calculation process. From the comparison result, it is detected whether or not the vehicle 1 can be started (step S23).

  If it is detected that the vehicle 1 can be started, the ECU 8 informs the notification device 50 that the vehicle 1 can be started (step S24), and the start support detection process ends.

  On the other hand, if it is detected that the vehicle 1 cannot be started, the ECU 8 informs the notification device 50 that the vehicle 1 cannot be started (step S25), and the start support detection process ends.

  In FIG. 3, the ECU 8 determines whether or not the result of the start support enable detection process indicates that the start support of the vehicle 1 is possible (step S2). If the ECU 8 determines that the result of the start support enable detection process does not indicate that the start support of the vehicle 1 is possible, the ECU 8 ends the drive control operation.

  On the other hand, when it is determined that the result of the start support enable detection process indicates that the start support of the vehicle 1 is possible, the ECU 8 detects whether or not the start support request state is present (step S3).

  When it is detected that the vehicle is not in the start support request state, the ECU 8 ends the drive control operation. On the other hand, when it is detected that the vehicle is in the start support request state, the ECU 8 determines whether the engine 2 is in an engine stop state in which the operation of the engine 2 is stopped (step S4).

  If it is determined that the engine is not stopped, the ECU 8 stops the operation of the engine 2 in order to support the start of the vehicle 1 (step S5). In step S5, the ECU 8 stops the fuel injection by the injector, for example.

  In step S4, when it is determined that the engine is in a stopped state, or after executing the processing of step S5, the ECU 8 determines that the brake pedal 33 is on from the operation amount of the brake pedal 33 detected by the brake stroke sensor 34. Whether or not (step S6).

  In the present embodiment, the brake pedal 33 being on means that the operation amount of the brake pedal 33 detected by the brake stroke sensor 34 is within a range in which the vehicle 1 is stopped.

  If it is determined that the brake pedal 33 is not on, the ECU 8 ends the drive control operation. On the other hand, if it is determined that the brake pedal 33 is on, the ECU 8 executes the start support state detection process shown in FIG. 6 for detecting whether or not the start support of the vehicle 1 is possible (step S7). ).

  The start support state detection process shown in FIG. 6 detects whether or not the vehicle is in a power transmission state in which power is transmitted from the motor generator 4 to the drive wheels 5L and 5R. First, the ECU 8 determines whether or not the shift position detected by the shift position sensor 38 is the first speed (step S41).

  When determining that the shift position detected by the shift position sensor 38 is the first speed, the ECU 8 determines whether or not the clutch pedal 35 is off based on the operation amount of the clutch pedal 35 detected by the clutch stroke sensor 36. Is determined (step S42).

  When it is determined that the clutch pedal 35 is off, the ECU 8 detects that the result of the start support state detection process is a state in which the start support of the vehicle 1 can be performed (step S43), and ends the start support state detection process. To do.

  If it is determined in step S41 that the shift position detected by the shift position sensor 38 is not the first speed, or if it is determined in step S42 that the clutch pedal 35 is not OFF, the ECU 8 starts the vehicle 1 It is detected that the vehicle is not ready for the vehicle (step S44), and the start support state detection process is terminated.

  In FIG. 3, the ECU 8 determines whether or not the result of the start support state detection process indicates that the vehicle 1 can start support (step S8). If it is determined that the result of the start support state detection process indicates that the vehicle 1 can start support, the ECU 8 drives the motor generator 4 if the motor generator 4 is not driven. If 4 is driven, the output of the motor generator 4 is increased (step S9). Next, the ECU 8 executes a start possibility detection process shown in FIG. 7 for detecting whether or not the vehicle 1 can start (step S10).

  In the start possibility detection process shown in FIG. 7, first, the ECU 8 determines whether the supply drive force Fc obtained by multiplying the output of the motor generator 4 by the first gear ratio for starting the manual transmission 6 is equal to or greater than the required drive force Fn. It is determined whether or not (step S51).

  If it is determined that the supply driving force Fc is greater than or equal to the required driving force Fn, the ECU 8 detects that the vehicle 1 can start (step S52), and ends the start detection process. On the other hand, when determining that the supply drive force Fc is not equal to or greater than the required drive force Fn, the ECU 8 detects that the vehicle 1 cannot start (step S53), and ends the start detection process.

  In FIG. 3, the ECU 8 detects whether or not the result of the start possibility detection process indicates that the vehicle 1 can start (step S11). When it is determined that the result of the startable detection process indicates that the vehicle 1 can start, the ECU 8 notifies the notification device 50 that the vehicle 1 can start (step S12), and the driving is performed. The control operation is terminated.

  In step S8, when it is determined that the result of the start support state detection process indicates that the vehicle 1 is not ready to start, or in step S11, the result of the start possibility detection process is that the vehicle 1 cannot start. When the ECU 8 determines that the vehicle 1 is represented, the ECU 8 notifies the notification device 50 that the vehicle 1 cannot start (step S13), and returns the drive control operation to step S6.

  In the drive control operation described above, after the motor generator 4 is driven in step S9 and the notification device 50 is informed that the vehicle 1 can be started in step S12, the brake pedal 33 is turned off to turn off the vehicle. 1 starts.

  Thereafter, when the engine rotation of the engine 2 is such that the engine 2 can be started smoothly, the ECU 8 starts the engine 2 by starting fuel injection and ignition for the engine 2.

  The ECU 8 switches the drive source of the vehicle 1 from the motor generator 4 to the engine 2 by ending the driving of the motor generator 4 on condition that the engine 2 is started. The ECU 8 may notify the notification device 50 that the drive source of the vehicle 1 has been switched.

  As described above, in the present embodiment, the clutch mechanism is used to drive the motor generator 4 when starting the vehicle 1 from the vehicle stop state on the condition that the vehicle is in the start support request state and is in the power transmission state. Even in the case of the vehicle 1 having 7, it is possible to prevent the vehicle 1 from moving backward in the direction opposite to the traveling direction when starting from the traveling surface inclined so as to rise in the traveling direction. it can.

  In the present embodiment, it is possible to detect whether it is possible to support the start of the vehicle 1 from the required driving force Fn and the SOC of the battery 9, and to support the start of the vehicle 1. If the vehicle generator 1 is started from the vehicle stop state on the condition that it is detected that the vehicle is stopped, the motor generator 4 is driven. It is possible to prevent unnecessary driving.

  Further, in the present embodiment, when it is not possible to support the start of the vehicle 1, the vehicle 1 is started without assistance before the vehicle 1 is started from the vehicle stop state in order to notify the fact. The driver can be made aware that it is necessary to perform an operation.

  Further, the present embodiment detects whether or not the vehicle 1 can be started from the comparison result between the output of the motor generator 4 and the required driving force, and notifies the detection result while receiving support. The driver can recognize that the vehicle 1 can be started.

  In this embodiment, the motor generator 4 is driven in order to detect that the manual transmission 6 is in the power transmission state on the condition that the manual transmission 6 forms a starting gear and the clutch mechanism 7 is in the connected state. It can be detected that the force is transmitted to the drive wheels 5L and 5R.

  The drive control device according to the embodiment of the present invention applies the braking force after the brake pedal 33 is turned off in a state where the drive control device is stopped on the traveling surface that is inclined so as to rise in the traveling direction. The present invention can also be applied to a vehicle having a hill hold function that maintains a predetermined time.

  When the drive control device according to the embodiment of the present invention is applied to a vehicle having a hill hold function, the vehicle 1 can start as a result of the start detection process in step S11 of the drive control operation described above. The ECU 8 is configured to cancel the hill hold function when it is determined that this is indicated.

  With this configuration, when it is determined in step S2 of the drive control operation described above that the start support enable detection process result indicates that start support of the vehicle 1 is not possible, the start support request state is not set in step S3. If the brake pedal 33 is turned off before the vehicle 1 can be started in step S6, the hill hold function prevents the vehicle 1 from moving backward in the direction opposite to the traveling direction. can do.

  Note that the drive control apparatus according to the embodiment of the present invention cuts the fuel supplied to the engine 2 when the vehicle 1 is decelerated in the low speed range or when it is stopped. Although the vehicle has an idling stop function for stopping the vehicle, as another embodiment, even in a vehicle that does not have the idling stop function, it is detected in step S3 in FIG. In such a case, the same effect can be obtained by configuring the engine to stop.

  The drive control apparatus according to the embodiment of the present invention can start the vehicle 1 by comparing the required driving force Fn for starting the vehicle 1 = gradient resistance Rr + travel resistance Fre and the supply driving force Fc. Although it is configured to detect and notify whether or not there is, as another embodiment, for the purpose of preventing the vehicle 1 from moving backward, the necessary driving force Fn for preventing the sliding down = gradient resistance Rr−traveling resistance Fre It is good also as a structure which detects and alert | reports whether a vehicle will slide down by calculating as above and comparing with the supply driving force Fc.

  In the drive control device according to the embodiment of the present invention, the running resistance includes the rolling resistance and the air resistance component and is calculated with reference to a prestored map. The map may be set so as to include the acceleration resistance, and the calculation may be performed with reference to the map.

  Although the embodiments of the present invention have been disclosed above, it is obvious that those skilled in the art can make modifications without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the claims recited in the claims.

1 vehicle 2 engine 4 motor generator (motor)
5L, 5R Drive wheels 6 Manual transmission 7 Clutch mechanism 9 Battery 50 Notification device 61 Start support request state detection unit 62 Power transmission state detection unit 63 Required drive force calculation unit 64 Start support state detection unit 65 Start support state notification unit 65 66 Drive control unit 67 Startable state detection unit 68 Startable state notification unit

Claims (5)

A motor that rotates the output shaft of the engine;
A manual transmission for shifting the power transmitted to the drive wheels;
A vehicle drive control device provided with a clutch mechanism that takes either a released state in which a power transmission path for transmitting power to the drive wheels is released or a connected state in which the power transmission path is connected. There,
A start support request state detector that detects whether or not the vehicle is in a start support request state in which support is required when starting the vehicle from a vehicle stop state in which the vehicle is stopped;
A power transmission state detection unit that detects whether or not a power transmission state in which power is transmitted from the motor to the drive wheel;
When starting the vehicle from the vehicle stop state, the start support request state detection unit detects that the vehicle is in the start support request state, and the power transmission state detection unit detects that the vehicle is in the power transmission state. And a drive control unit that drives the motor on the condition. A required driving force calculation unit that calculates a necessary driving force required to start the vehicle from at least a gradient of a running surface when the vehicle is in a stopped state;
The vehicle further includes a start supportable state detection unit that detects whether it is possible to support the start of the vehicle according to the necessary driving force and a remaining capacity of a battery that supplies power to the motor. ,
The drive control unit is further conditioned on the fact that the start supportable state detecting unit detects that the vehicle can start when the vehicle is started from the vehicle stop state. The drive control device according to claim 1, wherein the motor is driven.   The drive control device according to claim 2, further comprising a start supportable state notifying unit that notifies a notification device of a detection result by the start supportable state detecting unit. From the comparison result between the output of the motor controlled by the drive control unit and the required driving force calculated by the required driving force calculation unit when the vehicle is in a stopped state, the start of the vehicle by the motor is determined. A startable state detector that detects whether or not it is possible;
4. The drive control device according to claim 2, further comprising a startable state notifying unit that notifies the notification device of a detection result by the startable state detecting unit. 5. The power transmission state detection unit detects that the manual transmission is in the power transmission state on the condition that the manual transmission forms a start gear and the clutch mechanism is in a connected state. The drive control device according to claim 1.

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