JP2017149403A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of reducing a load of a driver who drives the vehicle during vehicle transportation.SOLUTION: A vehicle control device is so formed that: a detected accelerator pedal operation amount AP is converted to a control accelerator pedal operation amount APSPDRBX; and a driving torque TRQDRV of a vehicle 100 is controlled so as to increase as the control accelerator pedal operation amount APSPDRBX increases. When a transportation middle state in the middle of transportation from a factory where the vehicle 100 is manufactured to a sales base is determined, and the vehicle 100 is in a transportation middle state, the detected accelerator pedal operation amount AP is converted to the control accelerator pedal operation amount APSPDRBX by using an APSHIP table. The APSHIP table is set so as to decrease the driving torque TRQDRV, comparing to a normal conversion table (L3) to be applied in a normal driving state.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a vehicle driven by an internal combustion engine and / or an electric motor, and more particularly to a control device that performs control during travel of the vehicle during transportation from a factory where the vehicle is manufactured to a sales base.

  In Patent Document 1, when a hybrid vehicle including an internal combustion engine and an electric motor as a prime mover is in the middle of transportation from a manufactured factory to a sales base, it is possible to suppress a decrease in the charge amount of a battery that supplies electric power to the electric motor. In order to do so, a vehicle control device that restricts electric motor drive travel is shown.

JP 2014-156170 A

  When the hybrid vehicle is transported, as shown in Patent Document 1, the battery charge amount is monitored more strictly than usual, thereby avoiding a situation where the battery charge amount is reduced when the sales base arrives. As a problem to be generated, in addition to a decrease in the charge amount of the battery, for example, there may be a problem that a burden on a driver who drives the vehicle during transportation increases.

  When the vehicle to be transported is a sports car type vehicle in which the maximum output torque of the prime mover is relatively large, a relatively large vehicle driving torque is generated with respect to the depression amount of the accelerator pedal. Contact accidents during transportation (for example, when moving from a factory to a place for loading into a vehicle transport ship or when loading from a parking lot to a vehicle transport ship) must be avoided. The operation of the accelerator pedal in the vehicle requires higher attention than usual. Therefore, especially when the maximum output torque of the prime mover is relatively large, the burden on the driver increases.

  The present invention has been made paying attention to the above-described points, and an object of the present invention is to provide a vehicle control device that can reduce the burden on the driver who drives the vehicle during vehicle transportation.

  In order to achieve the above object, a first aspect of the present invention provides a vehicle control device including a drive torque control means for controlling a drive torque (TRQT) of a vehicle (100) driven by a prime mover (1, 61). An acceleration operation amount detection means (12) for detecting an acceleration operation amount (AP) indicating an acceleration intention of the driver of the vehicle, and a detected acceleration operation amount (AP) detected by the acceleration operation amount detection means. Conversion means for converting the quantity (APSPDRBX), and a transportation intermediate state determination means for determining a transportation intermediate state in the middle of transportation from the factory where the vehicle (100) is manufactured to a sales base, the drive torque control means Performs the drive torque control so that the drive torque (TRQT) increases as the control acceleration operation amount (APSPDRBX) increases, and the conversion means includes: A transportation intermediate conversion table (APSHIP table) to be applied in the transportation intermediate state, and when the vehicle (100) is determined to be in the transportation intermediate state by the transportation intermediate state determination means, the transportation intermediate conversion table. (APSHIP table) is used to perform the conversion, and the transportation intermediate conversion table (APSHIP table) is configured to calculate the driving torque (TRQT) as compared to a normal conversion table applied in a normal operation state other than the intermediate transportation state. It is set so as to decrease.

  According to this configuration, the detected acceleration operation amount is converted into the control acceleration operation amount, and the drive torque of the vehicle is controlled to increase as the control acceleration operation amount increases. When it is determined that the vehicle is in the middle of transportation from the factory where the vehicle was manufactured to the sales base, and the vehicle is in the middle of transportation, the detected acceleration operation amount is controlled and accelerated using the transportation halfway conversion table. Converted to manipulated variable. Compared to the normal conversion table applied in the normal operation state other than the intermediate transportation state, the transportation intermediate conversion table is set so as to reduce the drive torque, so in the operation of the accelerator pedal such as an accelerator pedal in the intermediate transportation state. The burden on the driver can be reduced.

  According to a second aspect of the present invention, in the vehicle control apparatus according to the first aspect, the transport intermediate conversion table (APSHIP table) is a value of the control acceleration operation amount with respect to an increase amount (DAP) of the detected acceleration operation amount. The ratio (KAP) of the increase amount (DAPSHIP) is set so as to change according to the detected acceleration operation amount (AP), and the ratio (KAP) increases as the detected acceleration operation amount (AP) increases. Is characterized by an increase.

  According to this configuration, the ratio of the change amount of the control acceleration operation amount to the change amount of the detected acceleration operation amount increases as the detected acceleration operation amount increases, that is, as the operation amount of the acceleration controller increases, the operation amount increases. Since the amount of increase in the control acceleration operation amount with respect to the amount of increase increases, the drive torque is rapidly increased when a relatively large drive torque is required (for example, when climbing a slope when loading on a transport ship) be able to.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, the vehicle speed detecting means (13) for detecting the vehicle speed of the vehicle and the change in the vehicle speed (VSP) A step arrival state detecting means for detecting a step arrival state, which is a state in which a front wheel of the vehicle (100) has reached a step (101) that exists on the road surface of the vehicle and increases the vehicle traveling load; Performs the conversion using a specific conversion table (APSHIPSH table) when the step arrival state is detected during the transportation state, and the specific conversion table (APSHIPSH table) The driving torque (TRQT) is set to be increased as compared with the table.

  According to this configuration, when the step arrival state is detected based on the change in the vehicle speed, the conversion from the detected acceleration operation amount to the control acceleration operation amount is executed using the specific conversion table, and the specific conversion table The driving torque is set to be increased compared to the midway conversion table. As a result, for example, when there is a level difference enough to get over the vehicle travel path, the level difference arrival state is detected when the vehicle front wheel reaches the level difference, and the specific conversion table is applied to drive torque. Increases rapidly, and driving torque deficiency (deterioration of driving performance) due to the use of the conversion table during transportation can be avoided.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, variations in characteristics of components constituting the vehicle drive device including the prime mover (1, 61) or the components. Learning means for performing correction for correcting the deviation of the control parameter due to the assembly error, and the learning means executes the learning in the intermediate transportation state.

  According to this configuration, learning for correcting deviations in control parameters caused by variations in the characteristics of components constituting the vehicle drive device including the prime mover or assembly errors of components is executed in the middle of transportation. If learning is performed during production in the factory, the learning process takes longer than other processes, which reduces the overall productivity, while in the middle of transportation, the vehicle speed and engine speed Is relatively low and has little fluctuation, and is suitable for the above learning. Therefore, by performing learning in the middle of transportation, it is possible to perform learning without reducing the productivity in the factory.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the prime mover is an internal combustion engine including a supercharger, and controls the operation of the supercharger. A supercharger control means is provided, and the supercharger control means controls the supercharger so that the supercharging pressure is lower than that in the normal operation state in the intermediate transportation state.

  According to this configuration, since the supercharger is controlled so that the supercharging pressure is lower than that in the normal operation state in the middle of transportation of the vehicle in which the prime mover is an internal combustion engine with a supercharger, the acceleration operation by the acceleration operator is performed. When the operation is performed, the rate of increase of the intake pressure decreases compared to the normal operation state. As a result, the increase speed of the driving torque is suppressed, and the burden on the driver during the transportation can be reduced.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, the vehicle (100) includes an internal combustion engine (1) and an electric motor (61) as the prime mover. It is a hybrid vehicle, and comprises a charging means for charging a battery (66) for supplying electric power to the electric motor (61) by using a generator (62) driven by the engine, the charging means being in the middle of transportation In the state, the battery (66) is charged so that the state of charge of the battery (66) is almost fully charged (SOCHV is 95% or more).

  According to this configuration, in the middle of transportation, charging is performed such that the state of charge of the battery that supplies power to the electric motor is maintained at a fully charged state. The shortage can be avoided reliably.

  A seventh aspect of the present invention is the vehicle control apparatus according to any one of the first to sixth aspects, wherein the transportation intermediate state determining means includes vehicle state information (INFVHL) stored in a nonvolatile memory (8). ) Is read, and information indicating that the vehicle is in the middle of transportation in the factory is written in the nonvolatile memory as the vehicle state information (INFVHL) and is in the middle of transportation at the sales base. The information indicating that the vehicle state information (INFVHL) can be updated only by a dedicated writing device.

  According to this configuration, information indicating that the vehicle is in the middle of transportation is written in the nonvolatile memory as vehicle state information, and the information indicating that the vehicle is in the middle of transportation is not in the middle of transportation at the sales base. Rewritten with information. Since this vehicle state information can be updated only by a dedicated writing device, information indicating that the vehicle state information is not in the middle of transportation is erroneously rewritten by the driver's operation in the middle of transportation. It can be surely prevented.

1 is a diagram illustrating a configuration of a vehicle drive device that drives a vehicle according to an embodiment of the present invention. It is a figure which shows the structure of the control system which controls the vehicle drive device shown in FIG. It is a figure which shows the table used when converting the detected accelerator pedal operation amount (AP) into the control accelerator pedal operation amount (APSPDRBX). It is a figure for demonstrating the driving | running | working which a vehicle gets over a level | step difference. It is a time chart for demonstrating the method of detecting the state which the vehicle reached | attained the level | step difference. It is a flowchart of the process which calculates request torque TRQD. It is a flowchart of the process which performs the engagement learning of a clutch, and the pulse generation interval learning of a crank angle sensor. It is a flowchart of the process which performs battery charge control. It is a figure which shows the structure of the internal combustion engine in 2nd Embodiment of this invention. It is a flowchart for demonstrating the supercharging control in 2nd Embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
[First Embodiment]
FIG. 1 is a diagram showing a configuration of a vehicle drive device that drives a vehicle 100 according to an embodiment of the present invention. The vehicle drive device includes an internal combustion engine (hereinafter referred to as “engine”) 1 as a prime mover, a prime mover, An operable electric motor (hereinafter referred to as “motor”) 61 as a generator and a transmission 52 for transmitting the driving force of the engine 1 and / or the motor 61 are provided, and the crankshaft 51 of the engine 1 is a transmission 52. The drive wheels 56 are driven via the output shaft 53 of the transmission 52, the differential gear mechanism 54, and the drive shaft 55. The motor 61 is connected to a power drive unit (hereinafter referred to as “PDU”) 62, and the PDU 62 is connected to a high voltage battery 63. The transmission 52 is a twin clutch transmission that includes an odd-numbered clutch and an even-numbered clutch corresponding to an odd-numbered gear and an even-numbered gear, respectively. The vehicle 100 can perform engine mode travel in which only the engine 1 is operated as a prime mover, and hybrid mode travel in which both the engine 1 and the motor 61 are actuated as prime movers. Further, the two clutches of the transmission 52 can be used together. In the released state, the motor 61 can be operated in the electric mode in which only the motor 61 is operated as a prime mover.

  When driving the motor 62 with a positive driving torque, that is, when driving the motor 61 with electric power output from the high voltage battery 63, the electric power output from the high voltage battery 63 is supplied to the motor 61 via the PDU 62. . When the motor 61 is driven with a negative driving torque, that is, when the motor 61 is regeneratively operated, the electric power generated by the motor 61 is supplied to the high voltage battery 63 via the PDU 62 and the high voltage battery 63 is charged. The PDU 62 is connected to an electronic control unit (hereinafter referred to as “ECU”) 5 shown in FIG. 2, and controls the operation of the motor 61 and controls the charging and discharging of the high-voltage battery 63.

  FIG. 2 is a diagram showing a configuration of a control system for controlling the vehicle drive device shown in FIG. The ECU 5 shown in FIG. 2 is actually configured by connecting a plurality of ECUs to each other via a communication network. Since the configuration of such an ECU is conventionally known, it is shown as one ECU 5. The ECU 5 includes a non-volatile memory (a memory that retains stored contents even after the power is turned off) 8 and is configured to allow writing from an external device via a communication interface (not shown). In the nonvolatile memory 8, vehicle state information INFVHL indicating whether or not the vehicle 100 is in the state of being transported is written. Information indicating that the vehicle is in the middle of transportation is written in a factory where the vehicle 100 is manufactured using a dedicated information writing device provided in the factory immediately before shipment. In addition, the information update for canceling the transit state, that is, the process of rewriting the vehicle state information to information indicating that the transit state is not the transit state is performed by using a dedicated information writing device provided at the sales base where the vehicle 100 is transported. Done with.

  The engine 1 has, for example, six cylinders and includes an intake passage 2. A throttle valve 3 is provided in the intake passage 2, and an actuator 3 a that opens and closes the throttle valve 3 is connected to the ECU 5. Each cylinder of the engine 1 is provided with a fuel injection valve 6 and a spark plug 7 for directly injecting fuel into the combustion chamber.

  A crank angle sensor 10 that detects a rotation angle of the crankshaft 51 of the engine 1 is connected to the ECU 5, and a signal corresponding to the rotation angle of the crankshaft 51 is supplied to the ECU 5. The crank angle sensor 10 is fixed to the crankshaft 51 and has a pulse wheel, which is a disk-shaped magnetic body with teeth formed on the outer periphery at a predetermined angle CA1 (for example, 6 degrees), and is opposed to the pulse wheel. And a pickup coil arranged. Based on the pulse signal that is terminated from the crank angle sensor 10, detection of the engine speed NE and timing control such as fuel injection timing and ignition timing are performed.

  The operation of the transmission 52 is controlled by the actuator 40, and the actuator 40 is connected to the ECU 5.

  The ECU 5 includes an accelerator sensor 12 that detects the depression amount AP of the accelerator pedal of the vehicle 100, a vehicle speed sensor 13 that detects the vehicle speed VSP, a throttle valve opening sensor 14 that detects the opening of the throttle valve 3, and other unillustrated sensors. Based on detection signals of sensors (for example, a sensor for detecting the intake pressure PBA of the engine 1, a sensor for detecting the coolant temperature TW of the engine 1, a sensor for detecting the intake air temperature TA, etc.), the fuel injection valve 6, the spark plug 7, Drive control of the motor 61, the transmission 52, etc. is performed.

  The ECU 5 performs fuel injection control by the fuel injection valve 6, ignition control by the ignition plug 7, and intake air amount control by the throttle valve 3 in accordance with the engine operating state (mainly engine speed NE and required torque TRQD). The required torque TRQD is calculated mainly according to the accelerator pedal operation amount AP, and is calculated so as to increase as the accelerator pedal operation amount AP increases. The output control of the engine 1 and / or the motor 61 is performed so that the driving torque TRQDRV of the vehicle 100, which is the sum of the output torque TRQE of the engine 1 and the output torque TRQM of the motor 61, matches the required torque TRQD. The opening degree of the throttle valve 3 is controlled via the actuator 3a.

  Since the drive torque TRQDRV obtained by the engine 1 and the motor 61 is relatively large, the burden on the driver is reduced when driving by the driver during the transportation from the factory shipment of the vehicle 100 to the sales base. As described above, the accelerator pedal operation amount AP is converted into the control accelerator pedal operation amount APPSPDRBX, and the required torque TRQD is calculated according to the control accelerator pedal operation amount APPSPDRBX.

In the middle of transportation, specifically, the accelerator pedal operation amount AP is converted into a shipping mode accelerator pedal operation amount (hereinafter referred to as “SHAPAP operation amount”) APSHIP using the APSHIP table indicated by the solid line L1 in FIG. The control accelerator pedal operation amount APPSPDRBX is set to the SHAPAP operation amount APSHIP. The slope KAP of the conversion characteristic straight line indicated by the solid line L1 is defined by the following equation (1), and takes the first value KAP1 when the accelerator pedal operation amount AP is less than or equal to the first predetermined amount AP1, and the accelerator pedal operation amount AP is The first value KAP2 takes the second value KAP2 in the range greater than the first predetermined amount AP1 and less than or equal to the second predetermined amount AP2, the third value KAP3 takes in the range where the accelerator pedal operation amount AP is greater than the second predetermined amount AP2, The third values KAP1, KAP2, and KAP3 are set so as to satisfy the relationship of the following formula (2).
KAP = DAPSHIP / DAP (1)
Here, DAPSHIP is an increase amount of the SHAPAP operation amount APSHIP when the accelerator pedal operation amount AP is increased by DAP.
KAP1 <KAP2 <KAP3 (2)

  The relationship indicated by the alternate long and short dash line L3 in FIG. 3 is the relationship applied when the accelerator pedal operation amount AP is directly used as the control accelerator pedal operation amount APSPDRBX (applicable in the normal vehicle operation state other than the transit state, and corresponds to the normal conversion table. The slope KAP (KAP1, KAP2, KAP3) of the solid line L1 is set smaller than the slope of the alternate long and short dash line L3. Therefore, by using the APSHIP table, the increase amount of the drive torque TRQDRV with respect to the increase amount of the accelerator pedal operation amount AP is reduced as compared with the normal vehicle operation state (accelerator operation sensitivity is lowered), and in the middle of transportation It is possible to reduce the burden on the driver when operating the accelerator pedal.

  The APSHIP table is set so that the inclination KAP increases as the accelerator pedal operation amount AP increases. Therefore, when a relatively large driving torque is required (for example, climbing a slope when loading on a transport ship). Drive torque) can be increased quickly.

  A broken line L2 in FIG. 3 indicates an APSHIPS table that is applied when the vehicle 100 exceeds the step 101 that increases the vehicle travel load, as shown in FIG. As shown in FIG. 4B, when a state in which the front wheels of the vehicle 100 have reached the step 101 (hereinafter referred to as “step reaching state”) is detected, the accelerator pedal operation amount AP is determined using the specific SHAPAP using the APSHIPSH table. The operation amount is converted into the operation amount APSHIPSH, and the control accelerator pedal operation amount APSPDRBX is set to the specific SHAPAP operation amount APSHIPSH.

  By applying the APSHIPSH table, the driving torque TRQDRV of the vehicle 100 can be increased rapidly, and the lack of driving torque (deterioration of driving performance) due to the use of the APSHIP table can be avoided to smoothly overcome the step 101. it can.

  FIG. 5 is a time chart for explaining a method of detecting the step arrival state, and shows the transition of the vehicle speed VSP. When the front wheel of the vehicle 100 reaches the step 101 at the time tX in a state where the vehicle speed VSP is substantially constant, the vehicle speed VSP decreases rapidly. Therefore, in this embodiment, the amount of decrease in the vehicle speed VSP per unit time (every fixed time The vehicle speed decrease amount DVSPD that corresponds to the previous value VSP (k−1) −the current value VSP (k) of the detected vehicle speed VSP (k) sampled at the time exceeds the determination threshold DVTH (> 0) and the vehicle speed VSP Is a low vehicle speed of a predetermined vehicle speed VOTL (for example, 20 km / h) or less, it is determined that the vehicle 100 has reached the step 101.

FIG. 6 is a flowchart of a process for calculating the required torque TRQD, and this process is executed by the ECU 5 at regular intervals.
In step S11, the vehicle state information INFVHL stored in the nonvolatile memory 8 is read. In step S12, it is determined whether or not the vehicle state information INFVHL is information indicating that the vehicle is in transit. If the answer to step S12 is affirmative (YES), the transit state flag FSHP is set to “1” and the prohibition flag FIDSACI is set to “1” (step S13).

  When the prohibition flag FIDSACI is set to “1”, traveling mode switching and auto-cruise control (drive control for traveling while maintaining the set speed) are prohibited. In the vehicle 100, the driving mode can be switched to the eco mode, the normal mode, and the sports mode, and any driving mode is selected by the driver performing a selection operation. Driving control with priority on fuel consumption is performed in the eco mode, driving control with priority on driving torque is performed in the sport mode, and intermediate driving control between the eco mode and the sports mode is performed in the normal mode. By setting the transportation state flag FSHP to “1”, the traveling mode becomes the shipping mode.

  In step S14, it is determined whether or not the vehicle speed reduction amount DVSPD is larger than a determination threshold value DVTH. If the answer to step S14 is negative (NO), the process immediately proceeds to step S16. In step S16, the APSHIP table indicated by the solid line L1 in FIG. 3 is searched according to the accelerator pedal operation amount AP to calculate the SHAPAP operation amount APSHIP, and the control accelerator pedal operation amount APSPDRBX is set to the SHAPAP operation amount APSHIP.

  If the answer to step S14 is affirmative (YES), it is determined whether or not the vehicle speed VSP is higher than a predetermined vehicle speed VOTL (step S15). When the answer is affirmative (YES), the process proceeds to step S16, and when the answer is negative (NO) and the vehicle speed VSP is a low vehicle speed equal to or lower than the predetermined vehicle speed VOT, it is determined that the vehicle 100 is in the step reaching state. The APSHIPS table indicated by the broken line L2 in FIG. 3 is searched according to the accelerator pedal operation amount AP to calculate the specific SHAPAP operation amount APSHIPSH, and the control accelerator pedal operation amount APPSPDRBX is set to the specific SHAPAP operation amount APSHIPSH (step S17). . After execution of step S16 or S17, the process proceeds to step S21.

  If the answer to step S12 is negative (NO) and the vehicle is not in the middle of transportation, it is determined whether or not the transportation state flag FSHP is “1” (step S18). If the answer is negative (NO), the process immediately proceeds to step S20. If the answer is affirmative (YES), both the transit state flag FSHP and the prohibition flag FIDSACI are both set to “0” (step S19). Proceed to S20.

  In step S20, the control accelerator pedal operation amount APSPDRBX is set to the detected accelerator pedal operation amount AP (step S20). In step S21, the required torque TRQD is calculated according to the control accelerator pedal operation amount APPSPDRBX.

  In the present embodiment, the initial learning regarding the engagement of the clutch and the initial learning of the pulse generation interval of the crank angle sensor 10 are executed during the transportation process, not during the manufacturing process in the factory of the vehicle 100. This makes it possible to perform initial learning without reducing the productivity in the factory. For example, as disclosed in Japanese Patent No. 4339347, the pulse generation interval learning of the crank angle sensor 10 is performed during the fuel cut operation of the engine 1 (the fuel supply is shut off, and the crankshaft 52 is connected to the transmission 52 by the drive wheels 56). The learning correction coefficient for correcting the pulse generation interval is calculated by measuring the pulse generation interval of the crank angle sensor 10 and is executed in the ECU 5.

FIG. 7 is a flowchart of a process for performing the engagement learning of the twin clutch of the transmission 52. This process is executed in the ECU 5 at regular intervals.
In step S31, it is determined whether or not the transiting state flag FSHP is “1”. If the answer is negative (NO), that is, if the vehicle 100 is not in the transiting state, the control accelerator pedal operation amount APPSPDRBX is lower than the normal lower limit. It is determined whether or not it is within the normal learning permission range that is larger than the value APPSGAL and smaller than the normal upper limit value APSPGAH (step S32). If this answer is negative (NO), the process is immediately terminated. If the answer to step S32 is affirmative (YES), it is determined whether or not the vehicle speed VSP and the engine speed NE are substantially constant (step S35). This determination is performed, for example, by determining whether or not the change amount of the vehicle speed VSP is within a range of ± 5 km / h and the change amount of the engine speed NE is within a range of ± 100 rpm. If the answer to step S35 is negative (NO), the process ends. If the answer is affirmative (YES), the process proceeds to step S36 to execute a learning process.

  If the answer to step S31 is affirmative (YES) and the vehicle 100 is in the middle of transportation, the same determination as in step S14 of FIG. 6 is executed (step S33), and the answer is affirmative (YES), that is, the vehicle speed. When the decrease amount DVSPD exceeds the determination threshold DVTH, the process is terminated. If the answer to step S33 is negative (NO), it is determined whether or not the control accelerator pedal operation amount APPSPDRBX is within a transportation middle learning permission range that is greater than the transportation middle lower limit value APSSHHGAL and smaller than the transportation middle upper limit value APSPSHGAH. (Step S34). If the answer to step S34 is negative (NO), the process ends. If the answer is affirmative (YES), the process proceeds to step S35.

  The transportation permitted learning range is set narrower than the normal learning permitted range. In the middle of transportation, the control accelerator pedal operation amount APSPDRBX is calculated using the APSHIP table, so that the learning permission range can be limited to a narrower range, and learning can be performed stably.

The learning process in step S36 is executed as follows, for example.
1) In order to shift up from the state in which the gear position of the transmission 52 is set to the second speed to the third speed, the gear stage on the odd-numbered clutch side is first set to the third speed and the even-numbered clutch is released. Immediately before the even-stage clutch is released, the vehicle speed VSP is, for example, 30 km / h, and the engine speed NE is 1500 rpm.
2) In this state, the engine speed NE is reduced to 1100 rpm, and the engagement operation of the odd-numbered clutch is started.
3) Measure the displacement DPC of the clutch plate of the odd-numbered stage clutch when the engine speed NE decreases from 1100 rpm by a predetermined speed DNE (for example, 50 rpm).
4) Based on the measured displacement DPC, the learning correction amount of the shift command signal supplied to the actuator 40 is calculated.

  For even-numbered clutches, for example, the learning correction amount is calculated in the same manner as described above while executing a shift-up operation from the third speed to the fourth speed.

FIG. 8 is a flowchart of processing for performing battery charging control. This process is executed in the ECU 5 at regular intervals.
In step S41, it is determined whether or not the transiting state flag FSHP is “1”. If the answer to step S41 is negative (NO), normal control is executed (step S45). When the answer to step S41 is affirmative (YES), the charging state SOCHV of the high voltage battery 63 (indicated by a ratio (%) where the fully charged state is 100%) is set to a determination threshold SOCTHSHIP (for example, 95%). It is discriminated whether it is smaller (step S42). If the answer is affirmative (YES), the process proceeds to a high voltage battery charging mode for charging the high voltage battery 63 (step S43), and the process proceeds to step S44.

  If the answer to step S42 is negative (NO), the process immediately proceeds to step S44, and the state of charge SOCLV of the low voltage battery (not shown, battery having an output voltage of about 12 V for supplying power to the ECU 5 or the like) is determined from the determination threshold value SOCTHSHIP. It is determined whether or not it is small (step S44). When this answer is negative (NO), normal control is executed. When the answer to step S44 is affirmative (YES), the process proceeds to a low voltage battery charging mode for charging the low voltage battery (step S46).

  As described above, in the present embodiment, the detected accelerator pedal operation amount AP is converted to the control accelerator pedal operation amount APSPDRBX, and the drive torque TRQDRV, which is the sum of the output torques of the engine 1 and the motor 61, is the control accelerator pedal operation amount APPSPDRBX. Is controlled to increase as the value increases. When the transportation state in the middle of transportation from the factory where the vehicle 100 is manufactured to the sales base is determined and it is determined that the vehicle 100 is in the transportation state, the detected accelerator pedal operation amount AP is stored in the APSHIP table. Is converted into a control accelerator pedal operation amount APPSPDRBX. The APSHIP table is a normal conversion table that is applied in a normal operation state other than the mid-transport state (in this embodiment, as indicated by a one-dot chain line L3 in FIG. 3, the control accelerator pedal operation amount APSPDRBX is a detected accelerator pedal operation amount AP. Is set to decrease the driving torque TRQDRV, the burden on the driver in operating the accelerator pedal during the transportation can be reduced.

  Further, the ratio of the increase of the control accelerator pedal operation amount APPSPDRBX to the increase amount of the accelerator pedal operation amount AP, that is, the slope KAP of the solid line L1 indicating the APSHIP table increases as the accelerator pedal operation amount AP increases, that is, the accelerator pedal operation amount. Since the accelerator pedal operation sensitivity increases as AP increases, the drive torque TRQDRV is rapidly increased when a relatively large drive torque TRQDRV is required (for example, when climbing a slope when loading on a transport ship). be able to.

  Further, when a step reaching state is detected based on the change in the vehicle speed VSP, conversion from the accelerator pedal operation amount AP to the control accelerator pedal operation amount APSPDRBX is executed using the APSHIPSH table, and the APSHIPSH table is compared with the APSHIP table. To increase the driving torque. As a result, for example, when there is a level difference 101 enough to get over the vehicle travel path, the level difference arrival state is detected when the vehicle front wheel reaches the level difference 101, and the APSHIPSH table is applied to drive the vehicle. It is possible to avoid a situation where the torque increases rapidly and the driving torque becomes insufficient by using the APSHIP table.

  Further, in order to correct deviations in control parameters caused by variations in the characteristics of components constituting the vehicle drive device including the engine 1 and the motor 61, specifically, the crank angle sensor 10 and the twin clutch characteristics of the transmission 52, or component assembly errors. This learning is performed in the middle of transportation of the vehicle 100. If learning is performed in the middle of manufacturing in a factory, the learning process takes a longer time than other processes, leading to a decrease in overall productivity. On the other hand, in the middle of transportation, the vehicle speed VSP and engine speed are reduced. Since the number NE is relatively low and the fluctuation is small, it is suitable for performing the learning. Therefore, by performing learning in the middle of transportation, it is possible to perform learning without reducing the productivity in the factory.

  In the middle of transportation, charging is performed so that the charged state of the high voltage battery 63 that supplies power to the motor 61 is maintained at a fully charged state (for example, the charged state SOCHV is 95% or more). Immediately after this, it is possible to reliably avoid a situation where the amount of charge of the battery is insufficient.

  Information indicating that the vehicle is in the middle of transportation is written in the nonvolatile memory 8 as vehicle state information INFVHL, and the information indicating that the vehicle is in the middle of transportation is rewritten from the information indicating that the vehicle is in the middle of transportation at the sales base. . Since this vehicle state information INFVHL can be updated only by a dedicated writing device, information indicating that the vehicle state information is not in the middle of transportation may be erroneously rewritten by a driver's operation in the middle of transportation. Can be reliably prevented.

  In the present embodiment, the accelerator sensor 12 and the vehicle speed sensor 13 correspond to acceleration operation amount detection means and vehicle speed detection means, respectively, and the ECU 5 constitutes conversion means, transportation state determination means, and learning means. The ECU 5, the throttle valve 3, the PDU 62, and the like constitute drive torque control means, and the ECU 5, PDU 62, the engine 1, the motor 61, and the generator 62 constitute charging means.

[Second Embodiment]
In the present embodiment, the engine 1 that is the prime mover of the vehicle 100 is replaced with an engine 1a including a supercharger (turbocharger), and is the same as the first embodiment except for the points described below.
As shown in FIG. 9, the engine 1 a includes an intake passage 2, an exhaust passage 20, and a turbocharger (supercharger) 22. An intercooler 28 for cooling the pressurized air is provided on the upstream side of the throttle valve 3 in the intake passage 2.

  The turbocharger 22 includes a turbine 221 provided in the exhaust passage 20 and driven to rotate by exhaust kinetic energy, and a compressor 223 connected to the turbine 221 through a shaft 222. The compressor 223 is provided in the intake passage 2 and pressurizes (compresses) air sucked into the engine 1. A bypass passage 26 that bypasses the compressor 223 is connected to the intake passage 2, and an air bypass valve (hereinafter referred to as “AB valve”) 27 that adjusts the flow rate of air passing through the bypass passage 26 is connected to the bypass passage 26. Is provided.

  A bypass passage 21 that bypasses the turbine 221 is connected to the exhaust passage 10, and a waste gate valve (hereinafter referred to as “WG valve”) 24 that adjusts the flow rate of exhaust gas that passes through the bypass passage 21 is connected to the bypass passage 21. Is provided.

  The WG valve 24 and the AB valve 27 are connected to the ECU 5a. The ECU 5a performs the same control as the ECU 5 of the first embodiment, controls the opening degree of the WG valve 24 and the AB valve 27, and controls supercharging by the turbocharger 22. As the opening degree of the WG valve 24 and the AB valve 27 is increased, the supercharging pressure (pressure on the downstream side of the compressor) decreases.

  FIG. 10 is a flowchart for explaining the supercharging control in this embodiment. In the normal operation state in which the transportation in-progress state flag FSHP is “0”, normal control is executed (steps S51 and S52), and the transportation is in progress. When the state flag FSHP is “1” and the vehicle 100 is being transported, the shipping mode control is executed (step S53). In the shipping mode control, control is performed to increase the opening degree of the WG valve 24 and the AB valve 27 as compared with the normal control and to decrease the supercharging pressure. The opening degree of the WG valve 24 and the AB valve 27 may be fully opened so that supercharging is not performed.

According to the present embodiment, during the transportation of the vehicle 100, the turbocharger 22 is controlled so as to lower the supercharging pressure as compared with the normal operation state, so that when the accelerator pedal is depressed, the rate of increase of the intake pressure is normal. Reduced compared to operating conditions. As a result, the increase speed of the driving torque is suppressed, and the burden on the driver during the transportation can be reduced.
In the present embodiment, the ECU 5a, the WG valve 24, and the AB valve 27 constitute a supercharger control means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the above-described embodiment, the vehicle 100 is an example of a hybrid vehicle including the engine 1 and the motor 61 as a prime mover. However, the present invention (excluding the invention of claim 6) uses only the engine or only the motor as a prime mover. It is applicable also to the control apparatus of the vehicle provided. Further, the device for inputting the driver's intention to accelerate is not limited to the accelerator pedal, and an input device using a manual lever can be used. In this case, the operation amount of the manual lever is applied as the acceleration operation amount.

  In the above-described embodiment, the normal conversion table used in the normal state where the vehicle 100 is not in the middle of transporting the detected accelerator pedal operation amount AP is used as it is as the control accelerator pedal operation amount APSPDRBX (FIG. 3, one point). However, the present invention is not limited to this, and a conversion table that performs some conversion, for example, a conversion table having intermediate change characteristics between the one-dot chain line L3 and the broken line L2 shown in FIG.

  In the above-described embodiment, the vehicle driven by the internal combustion engine including both the WG valve 24 and the AB valve 27 is shown. However, the present invention also applies to a control device for a vehicle driven by the internal combustion engine including only one of them. Applicable.

1,1a Internal combustion engine (motor)
3 Throttle valve (drive torque control means)
5, 5a Electronic control unit (drive torque control means, conversion means, transportation state determination means, learning means, charging means, supercharger control means)
8 Nonvolatile memory 10 Crank angle sensor 12 Accelerator sensor (acceleration operation amount detection means)
13 Vehicle speed sensor (vehicle speed detection means)
24 Wastegate valve (supercharger control means)
27 Air bypass valve (supercharger control means)
52 Transmission 61 Motor (motor, charging means)
62 Power driving unit (drive torque control means, charging means)
63 High voltage battery

Claims (7)

In a vehicle control device comprising drive torque control means for controlling drive torque of a vehicle driven by a prime mover,
An acceleration operation amount detection means for detecting an acceleration operation amount indicating an acceleration intention of the driver of the vehicle;
Conversion means for converting a detected acceleration operation amount detected by the acceleration operation amount detection means into a control acceleration operation amount;
A transportation intermediate state determination means for determining a transportation intermediate state in the middle of transportation from a factory where the vehicle is manufactured to a sales base,
The drive torque control means performs the drive torque control so that the drive torque increases as the control acceleration operation amount increases;
The conversion means has a transportation intermediate conversion table to be applied in the transportation intermediate state, and when the vehicle intermediate state determination means determines that the vehicle is in the transportation intermediate state, the conversion intermediate conversion table is used. Perform the conversion,
The vehicle control device is characterized in that the transportation intermediate conversion table is set so as to reduce the driving torque as compared with a normal conversion table applied in a normal operation state other than the intermediate transportation state.   The transport intermediate conversion table is set such that a ratio of a change amount of the control acceleration operation amount to a change amount of the detection acceleration operation amount is changed according to the detection acceleration operation amount. The vehicle control device according to claim 1, wherein the ratio increases as the value increases. Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
A step arrival state detecting means for detecting a step arrival state, which is a state where the front wheels of the vehicle have reached a step which is present on the traveling road surface of the vehicle and increases a vehicle traveling load, based on the change in the vehicle speed;
The conversion means performs the conversion using a specific conversion table when the step arrival state is detected in the transportation intermediate state,
3. The vehicle control device according to claim 1, wherein the specific conversion table is set so as to increase the driving torque as compared to the transportation intermediate conversion table. 4. Learning means for performing learning for correcting deviations in control parameters caused by variations in characteristics of components constituting the vehicle drive device including the prime mover or assembly errors of the components;
4. The vehicle control device according to claim 1, wherein the learning unit performs the learning in the transportation intermediate state. 5. The prime mover is an internal combustion engine equipped with a supercharger;
Supercharger control means for controlling the operation of the supercharger is provided, and the supercharger control means controls the supercharger so that the supercharging pressure is lower than that in the normal operation state during the transportation. The vehicle control device according to any one of claims 1 to 4, wherein: The vehicle is a hybrid vehicle including an internal combustion engine and an electric motor as the prime mover,
Charging means for charging a battery for supplying electric power to the electric motor by using a generator driven by the engine, and the charging means is in a state where the battery is almost fully charged during the transportation. The vehicle control device according to any one of claims 1 to 5, wherein the charging is performed so as to be maintained at a constant value. The transportation intermediate state determination means performs the determination by reading vehicle state information stored in a nonvolatile memory,
Information indicating that the vehicle is in the middle of transportation in the factory is written in the nonvolatile memory as the vehicle state information, and information indicating that the vehicle is in the middle of transportation at the sales base is not in the middle of transportation. Is rewritten to the information shown,
The vehicle control device according to claim 1, wherein the vehicle state information can be updated only by a dedicated writing device.

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