JP2017177861A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately switch a traveling mode.SOLUTION: As a traveling mode, a vehicular control device 10 has an engine traveling mode of driving an engine and a motor traveling mode of stopping the engine and driving an electric motor. The vehicular control device includes: a traveling mode control section 70 for switching the traveling mode from the motor traveling mode to the engine traveling mode when required driving force to a vehicle 11 exceeds reference driving force; a first reference setting section 71 for setting first driving force as the reference driving force when a driver selects a forward movement range; and a second reference setting section 72 for setting second driving force higher than the first driving force as the reference driving force when the driver selects a backward movement range and an object on the vehicle rear side is detected by a rear camera 67.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device having an engine travel mode and a motor travel mode.

  Hybrid vehicles having an engine and an electric motor as power sources have been developed. Such a hybrid vehicle has an engine running mode for driving the engine as a running mode, and a motor running mode for driving the electric motor by stopping the engine (see Patent Document 1). When these driving modes are switched, vibration is generated when the engine is started or stopped, so that the driver may feel uncomfortable depending on the driving conditions. Therefore, when the vehicle described in Patent Document 1 is switched from forward traveling to backward traveling in a garage or the like, the vehicle is moved backward while maintaining the traveling mode during forward traveling. Thereby, generation | occurrence | production of an engine start and an engine stop can be suppressed, and a vehicle can be put in a garage, without giving a driver discomfort. In addition, in order to facilitate garage entry and parallel parking, a driving support system that automatically controls steering force and braking force while monitoring the rear of the vehicle has been proposed (see Patent Documents 2 and 3).

Japanese Patent No. 5181732 JP 2008-174102 A JP 2012-6504 A

  By the way, in the vehicle described in Patent Document 1, since switching of the travel mode is suppressed based on whether or not the vehicle travels backward, depending on the situation around the vehicle and the situation of the driving operation, the driver may feel uncomfortable. There is a risk of it. For this reason, it is required to switch the driving mode appropriately so as not to give the driver a sense of incongruity.

  An object of the present invention is to switch the traveling mode appropriately.

  A vehicle control device according to the present invention is a vehicle control device including, as a travel mode, an engine travel mode for driving an engine and a motor travel mode for driving the electric motor by stopping the engine. When the required driving force exceeds the reference driving force, the driving mode control unit that switches from the motor driving mode to the engine driving mode, and the first driving force as the reference driving force when the forward range is selected by the driver When the reverse range is selected by the driver and the object behind the vehicle is detected by the rear monitoring sensor, the reference driving force is higher than the first driving force. A second reference setting unit that sets two driving forces.

  According to the present invention, when the reverse range is selected by the driver and the object behind the vehicle is detected by the rear monitoring sensor, the second driving force higher than the first driving force is set as the reference driving force. . Thereby, driving modes can be switched appropriately.

It is the schematic which shows an example of the hybrid vehicle provided with the control apparatus for vehicles which is one embodiment of this invention. It is a block diagram which shows the structural example of the control system of the control apparatus for vehicles. (A) And (b) is the schematic which shows the example of the travel mode with which the control apparatus for vehicles is provided. (A) And (b) is explanatory drawing which shows an example of the setting area | region of the motor traveling mode and parallel traveling mode at the time of forward traveling. It is a flowchart which shows an example of the execution procedure of driving mode switching control. It is a flowchart which shows an example of the execution procedure of driving mode switching control. It is a flowchart which shows an example of the execution procedure of driving mode switching control. It is explanatory drawing which shows an example of the reference accelerator opening set in driving mode switching control. It is explanatory drawing which shows an example of the reference | standard charge state set in driving mode switching control. It is explanatory drawing which shows the process at the time of parking a vehicle in a parking lot. It is explanatory drawing which shows the process at the time of parking a vehicle in a parking lot. It is explanatory drawing which shows the process at the time of parking a vehicle in parallel. It is explanatory drawing which shows the process at the time of parking a vehicle in parallel.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram illustrating an example of a hybrid vehicle 11 including a vehicle control device 10 according to an embodiment of the present invention. As shown in FIG. 1, the power unit 12 mounted on the hybrid vehicle 11 is provided with an engine 13 and a motor generator (electric motor) 14 as power sources. Further, the power unit 12 is provided with a continuously variable transmission 17 including a primary pulley 15 and a secondary pulley 16. A crankshaft 19 of the engine 13 is connected to the primary pulley 15 via a torque converter 18, and a rotor 20 of the motor generator 14 is connected to the primary pulley 15. A wheel 23 is connected to the secondary pulley 16 via a wheel output shaft 21, a differential mechanism 22, and the like.

  A forward clutch 25 having an oil chamber 24 is provided between the torque converter 18 and the primary pulley 15. By fastening the forward clutch 25, the turbine shaft 26 and the primary shaft 27 can be connected. On the other hand, the turbine shaft 26 and the primary shaft 27 can be separated by releasing the forward clutch 25. The forward clutch 25 constitutes a forward / reverse switching mechanism together with a reverse brake and a planetary gear train (not shown). Further, a fuse clutch 29 having an oil chamber 28 is provided between the secondary pulley 16 and the wheel 23. By fastening the fuse clutch 29, the secondary shaft 30 and the wheel output shaft 21 can be connected. On the other hand, the secondary shaft 30 and the wheel output shaft 21 can be separated by releasing the fuse clutch 29. In order to protect the continuously variable transmission 17, the torque capacity of the fuse clutch 29 that functions as a torque limiter is controlled to be lower than the torque capacity of the continuously variable transmission 17.

  A battery 34 is connected to the stator 31 of the motor generator 14 via a converter 32 and an inverter 33. Thus, the battery 34 which is an electrical storage device is electrically connected to the motor generator 14. A starter generator 36 is coupled to the crankshaft 19 of the engine 13 via a belt mechanism 35. The starter generator 36 is a so-called ISG (integrated starter generator) and functions not only as a generator that generates power by being driven by the crankshaft 19 but also as an electric motor that starts and rotates the crankshaft 19. Further, the starter generator 36 provided in the low voltage system is electrically connected to the high voltage system battery 34 via the energization line 37 and the converter 32.

[Hydraulic system]
In order to supply hydraulic oil to the torque converter 18, the continuously variable transmission 17, the forward clutch 25, the fuse clutch 29, and the like, the power unit 12 is provided with an oil pump 40 that is driven by the engine 13 and the primary shaft 27. . The oil pump 40 is connected to a pump shell 43 of the torque converter 18 via a chain mechanism 42 having a one-way clutch 41. The oil pump 40 is connected to the primary shaft 27 through a chain mechanism 45 having a one-way clutch 44.

  When the pump shell 43 rotates faster than the primary shaft 27, driving force is transmitted from the pump shell 43 to the oil pump 40 through the chain mechanism 42. That is, when the engine 13 is driven, the oil pump 40 is driven by engine power. On the other hand, when the pump shell 43 rotates slower than the primary shaft 27, the driving force is transmitted from the primary shaft 27 to the oil pump 40 through the chain mechanism 45. That is, the oil pump 40 is driven by the primary shaft 27 during forward travel even when the engine 13 is stopped as in motor travel described later.

  Further, the power unit 12 is provided with a valve unit 46 constituted by a plurality of electromagnetic valves and oil passages in order to control the hydraulic oil discharged from the oil pump 40. The hydraulic oil discharged from the oil pump 40 is supplied to oil chambers such as the torque converter 18, the continuously variable transmission 17, the forward clutch 25 and the fuse clutch 29 through the valve unit 46. In addition to the oil pump 40, the power unit 12 is provided with an electric oil pump (not shown) in addition to the oil pump 40 from the viewpoint of securing the control hydraulic pressure even during low speed traveling with the engine stopped and reverse traveling with the engine stopped.

[Control system]
FIG. 2 is a block diagram illustrating a configuration example of a control system of the vehicle control device 10. As shown in FIGS. 1 and 2, the vehicle control device 10 includes an engine controller 50, a mission controller 51, a motor controller 52, a battery controller 53, and a hybrid controller 54 in order to control the operating state of the power unit 12. Yes. These controllers 50 to 54 are configured by a computer or the like, and are connected to each other via a vehicle-mounted network 55 such as CAN or LIN so as to be communicable with each other.

  The engine controller 50 outputs a control signal to an engine accessory 56 such as an injector, an igniter, and a throttle valve, and controls engine torque, engine speed, and the like. The mission controller 51 outputs a control signal to the valve unit 46 to control the operating states of the continuously variable transmission 17, the torque converter 18, the forward clutch 25, the fuse clutch 29, and the like. Further, the motor controller 52 outputs a control signal to the converter 32 and the inverter 33 to control the motor torque of the motor generator 14, the motor rotation speed, and the like. The battery controller 53 monitors charging / discharging of the battery 34 and controls a relay and the like in the battery 34 as necessary. Further, the battery controller 53 has a function of calculating the state of charge SOC of the battery 34 based on the charge / discharge current of the battery 34, the open circuit voltage, and the like. The state of charge (SOC) of the battery 34 is the ratio of the charged amount to the design capacity of the battery 34. That is, a high state of charge SOC means that the amount of power stored in the battery 34 is large, and a low state of charge SOC means that the amount of stored power in the battery 34 is small.

  The hybrid controller 54 outputs a control signal to each of the controllers 50 to 53 and cooperatively controls each device constituting the power unit 12. As shown in FIG. 2, the hybrid controller 54 includes an accelerator sensor 60 that detects the amount of depression of the accelerator pedal (hereinafter referred to as accelerator opening Acc), a brake sensor 61 that detects the amount of depression of the brake pedal, and a vehicle. 11 is connected to a vehicle speed sensor 62 that detects a vehicle speed that is a traveling speed of 11. The hybrid controller 54 is connected to an acceleration sensor 63 that detects acceleration acting on the vehicle 11 and a position sensor 65 that detects an operation position of the select lever 64 by the driver. The acceleration sensor 63 calculates a road surface gradient based on the acceleration in the front-rear direction, and functions as a gradient sensor that detects uphill traveling of the vehicle 11 based on the road surface gradient. In addition, the position sensor 65 selects a D range (forward range), R range (reverse range), N range (neutral range), P range (parking range), or the like, that is, a select lever operation (hereinafter referred to as a select operation). Has a function of detecting.

  Connected to the hybrid controller 54 are a front camera 66 that images the front of the vehicle, a rear camera 67 that images the rear of the vehicle, and a rear side radar 68 that detects an obstacle (object) behind the vehicle. The front camera 66 functions as a forward monitoring sensor that detects an object such as another vehicle 100 positioned in front of the vehicle. The rear camera 67 and the rear side radar 68 function as a rear monitoring sensor that detects an object such as another vehicle 100 located behind the vehicle. Further, the state of charge SOC of the battery 34 is transmitted from the battery controller 53 to the hybrid controller 54 through the in-vehicle network 55. In addition, various traveling information, operation information, and the like are transmitted to the in-vehicle network 55 from the various controllers and sensors to the hybrid controller 54 and the other controllers 50 to 53.

[Driving mode]
FIGS. 3A and 3B are schematic diagrams illustrating examples of travel modes provided in the vehicle control device 10. The vehicle control device 10 has, as travel modes, a motor travel mode in which the engine 13 is stopped and the motor generator 14 is driven, and a parallel travel mode (engine travel mode) in which the engine 13 is driven. As shown in FIG. 3A, when the motor travel mode is executed, the engine 13 is disconnected from the wheel 23 by controlling the forward clutch 25 to the released state. As a result, the motor generator 14 can be driven with the engine 13 stopped, and the wheels 23 can be driven by the motor power. Further, as shown in FIG. 3B, when executing the parallel travel mode, the engine 13 is connected to the wheel 23 by controlling the forward clutch 25 to the engaged state. Thereby, the wheel 23 can be driven by engine power. In the above description, the parallel running mode in which both the engine 13 and the motor generator 14 are driven is cited as the engine running mode, but the present invention is not limited to this. For example, the engine running mode in which only the engine 13 is driven may be executed by stopping or idling the motor generator 14.

  Which of these travel modes is selected is determined by the hybrid controller 54 based on the required driving force for the vehicle 11 and the amount of power stored in the battery 34. Here, FIGS. 4A and 4B are explanatory diagrams illustrating an example of setting areas for the motor travel mode and the parallel travel mode during forward travel. In the following description, the travel mode is set by regarding the accelerator opening Acc as the required driving force, but the present invention is not limited to this. For example, the required driving force requested from the driver to the vehicle 11 may be calculated based on other information indicating the driver's acceleration request, and the travel mode may be set based on the required driving force.

  As indicated by an arrow α in FIG. 4A, when the accelerator opening Acc is smaller than the predetermined first accelerator opening A1, that is, when the required driving force is lower than the predetermined first driving force, Since the required driving force is small, a motor travel mode for stopping the engine 13 is set as the travel mode. On the other hand, as shown by an arrow β in FIG. 4A, when the accelerator opening Acc exceeds the predetermined first accelerator opening A1, that is, when the required driving force exceeds the predetermined first driving force, the vehicle Since the required driving force with respect to 11 is large, the parallel traveling mode for driving the engine 13 is set as the traveling mode. The first accelerator opening A1 shown in FIG. 4A is a reference accelerator opening, that is, a reference driving force, which is set when the driver selects the D range.

  4B, when the state of charge SOC exceeds the predetermined first state of charge S1, that is, when the amount of charge of the battery 34 exceeds the predetermined first amount of charge, the battery Since the power storage amount of 34 is large and charging is unnecessary, a motor travel mode for stopping the engine 13 is set as the travel mode. On the other hand, as shown by arrow β in FIG. 4B, when the state of charge SOC is lower than the predetermined first state of charge S1, that is, when the amount of charge of the battery 34 is lower than the predetermined first amount of charge, the battery Since the power storage amount of 34 is small and charging is required, a parallel travel mode for driving the engine 13 is set as the travel mode. In this parallel travel mode, since it is necessary to charge the battery 34, the engine torque is distributed to both the motor generator 14 and the wheels 23, and the motor generator 14 is driven to generate power by the engine 13. In addition, the starter generator 36 can be driven to generate power by the engine 13. Note that the first charging state S1 shown in FIG. 4B is a reference charging state, that is, a reference storage amount that is set when the driver selects the D range.

  Thus, in order to switch the driving mode based on the required driving force and the amount of stored electricity, the hybrid controller 54 includes a driving mode control unit 70, a first reference setting unit 71, and a second reference setting unit 72 as shown in FIG. And each function part of the stop determination part 73 is provided. As will be described later, the traveling mode control unit 70 determines and executes switching between the motor traveling mode and the parallel traveling mode. The first reference setting unit 71 and the second reference setting unit 72 set a reference accelerator opening, that is, a reference driving force, and set a reference charging state, that is, a reference charged amount, as a reference for determining the switching of the travel mode. Moreover, the stop determination part 73 determines whether it is immediately before the vehicle 11 stops at the time of reverse travel. Furthermore, the hybrid controller 54 is provided with functional units such as a forward determination unit 74, a backward determination unit 75, and an uphill determination unit 76.

[Driving mode switching control (reverse parking)]
Hereinafter, the traveling mode switching control by the hybrid controller 54 will be described. 5-7 is a flowchart which shows an example of the execution procedure of driving mode switching control. In the flow charts of FIGS. 5 to 7, they are connected to each other at locations A, B, C, and D. FIG. 8 is an explanatory diagram illustrating an example of a reference accelerator opening set in the travel mode switching control, and FIG. 9 is an explanatory diagram illustrating an example of a reference charge state set in the travel mode switching control. 10 and 11 are explanatory diagrams showing a process when the vehicle 11 is parked in the parking lot, and FIGS. 12 and 13 are explanatory diagrams showing a process when the vehicle 11 is parked in parallel. 10 to 13, the alternate long and short dash lines shown at the front and rear of the vehicle indicate an example of a monitoring range by a camera or radar.

  As shown in FIG. 5, in step S <b> 10, it is determined whether or not the driver has selected the R range. If it is determined in step S10 that the R range is selected, the process proceeds to step S11, where it is determined whether or not the vehicle is in a parking state, that is, whether or not the vehicle is moving backward for parking. In step S <b> 11, the rear determination unit 75 of the hybrid controller 54 determines whether an object exists behind the vehicle based on information detected by the rear camera 67 and the rear side radar 68. That is, as shown in FIG. 10, when a selection operation is performed in the R range and an object behind the vehicle is detected, it is determined that the vehicle is moving backward for parking. In addition, as an object behind the vehicle, an object that partitions the parking space 103 in which the vehicle 11 is parked, such as another vehicle 100, a white line 101, a car stopper 102, a wall, or a curb, or an object existing around the parking space 103 Is mentioned.

  In subsequent step S11, when it is determined that the vehicle is in the parking state, the process proceeds to step S12, and a parking flag is set. In subsequent step S13, the reference accelerator opening is raised from the first accelerator opening A1 to the second accelerator opening A2, and the reference charging state is lowered from the first charging state S1 to the second charging state S2. That is, when it is determined that the vehicle is in the parking state, the second reference setting unit 72 of the hybrid controller 54 makes it easier to continue the motor travel mode, as indicated by the arrow X1 in FIG. The reference accelerator opening is also raised. Similarly, when it is determined that the vehicle is in the parking state, the second reference setting unit 72 of the hybrid controller 54 makes it easy to continue the motor travel mode, as indicated by the arrow Y1 in FIG. The reference charging state is lowered. In other words, when the R range is selected by the driver and an object behind the vehicle is detected by the rear camera 67 or the like, the second reference setting unit 72 is the first reference accelerator opening (reference driving force). A second accelerator opening (second driving force) A2 that is higher than the accelerator opening (first driving force) A1 is set. In addition, the second reference setting unit 72 selects the first charge state (reference charge amount) as the reference charge state (reference charge amount) when the R range is selected by the driver and an object behind the vehicle is detected by the rear camera 67 or the like. A second charging state (second charged amount) S2 lower than the first charged amount (S1) is set.

  In subsequent step S14, the uphill determination unit 76 of the hybrid controller 54 determines whether or not the vehicle 11 is traveling uphill based on the detection signal of the acceleration sensor 63 functioning as a gradient sensor. If it is determined in step S14 that the vehicle is traveling uphill, the process proceeds to step S15 to start the engine 13 and increase the output of the power unit 12, and the reference accelerator opening is changed from the second accelerator opening A2 to the first. The accelerator opening is lowered to A1. That is, the second reference setting unit 72 opens the reference accelerator when the acceleration sensor 63 detects that the vehicle 11 is traveling uphill while the second accelerator opening A2 is set as the reference accelerator opening. The degree is lower than the second accelerator opening A2. Further, in step S15, not only the reference accelerator opening is lowered from the second accelerator opening A2 to the first accelerator opening A1, but also a high output flag indicating an increase in the output of the power unit 12 is set.

  On the other hand, if it is determined in step S14 that the vehicle is not traveling uphill, the process proceeds to step S16, where it is determined whether or not the driver has suddenly operated the accelerator pedal. If it is determined in step S16 that the accelerator pedal is being depressed rapidly beyond the reference speed, the process proceeds to step S15 to start the engine 13 and increase the output of the power unit 12, and the reference accelerator opening is The second accelerator opening A2 is lowered to the first accelerator opening A1, and a high output flag is set. That is, the second reference setting unit 72 sets the reference accelerator opening when the driver's accelerator operation speed exceeds the reference speed under the state where the second accelerator opening A2 is set as the reference accelerator opening. It is lower than the second accelerator opening A2.

  Subsequently, in step S17, the stop determination unit 73 of the hybrid controller 54 determines whether or not the vehicle 11 is in a state immediately before stopping. In step S17, based on detection information from the rear camera 67 and the rear side radar 68, it is determined whether or not the distance between the vehicle 11 and the object behind the vehicle is below a predetermined threshold value. For example, as shown in FIG. 11, when the distance between the vehicle 11 and the vehicle stop 102 behind the vehicle is less than the threshold value, it is determined that the vehicle 11 is in a state immediately before stopping immediately before the vehicle 11 stops. In addition, as an object used when determining the state immediately before stopping, an object existing near the rear end of the stopped vehicle 11 such as another vehicle 100, a white line 101, a car stopper 102, a wall, or a curb is cited.

  If it is determined in step S17 that the vehicle is in a state immediately before stopping, the process proceeds to step S18, where a flag immediately before stopping is set. Subsequently, as shown in FIG. 6, in step S19, it is determined whether or not the current state of charge SOC is lower than the second state of charge S2. If it is determined in step S19 that the state of charge SOC is lower than the second state of charge S2, the engine 13 is started despite the state immediately before the vehicle stops. Is lowered from the second charging state S2 to the third charging state S3. That is, as indicated by an arrow Y2 in FIG. 9, the reference charging state is lowered from the second charging state S2 to the third charging state S3 in order to avoid switching to the parallel traveling mode. In other words, the second reference setting unit 72 lowers the reference charging state from the second charging state S2 when it is determined that the vehicle is in a state immediately before stopping. Furthermore, in other words, the traveling mode control unit 70 prohibits switching from the motor traveling mode to the parallel traveling mode when it is determined that the vehicle is in a state immediately before stopping.

  In subsequent step S21, it is determined whether or not the current accelerator opening Acc is lower than the reference accelerator opening. That is, when the first accelerator opening A1 is set as the reference accelerator opening, it is determined whether or not the current accelerator opening Acc is less than the first accelerator opening A1. When the second accelerator opening A2 is set as the reference accelerator opening, it is determined whether or not the current accelerator opening Acc is less than the second accelerator opening A2. If it is determined in step S21 that the accelerator opening degree Acc is lower than the reference accelerator opening degree, the engine 13 is started despite being in a state immediately before the vehicle stops. The traveling mode switching determination using Acc is invalidated. That is, the traveling mode control unit 70 prohibits switching from the motor traveling mode to the parallel traveling mode when it is determined that the vehicle is in a state immediately before stopping.

  Then, it progresses to step S23 and it is determined by the traveling mode control part 70 of the hybrid controller 54 whether the engine starting conditions are satisfied. Here, the case where the engine start condition is satisfied is a case where the current accelerator opening Acc exceeds the reference accelerator opening, or a case where the current state of charge SOC falls below the reference charge state. In step S23, when it is determined that the engine start condition is satisfied, that is, when it is determined that the current accelerator opening Acc exceeds the reference accelerator opening, it is determined that the current state of charge SOC is lower than the reference charge state. If this is the case, the process proceeds to step S24, where the engine 13 is started and the parallel running mode is executed. When starting the engine 13, the engine 13 is cranked by the starter generator 36. On the other hand, if it is determined that the engine start condition is not satisfied, that is, if it is determined that the current accelerator opening Acc is lower than the reference accelerator opening and the current state of charge SOC is lower than the reference charge state, step In S25, the engine 13 is stopped and the motor travel mode is executed.

  In the following step S26, it is determined whether or not both the high output flag and the vehicle stop flag are set. If it is determined in step S26 that both the high output flag and the flag just before stopping are set, the process proceeds to step S27, and a driving force slow change process for gently increasing the driving force of the power unit 12 is executed. . The situation in which both the high-power flag and the flag just before stopping are set is a situation in which the vehicle is parked backward while climbing the uphill road surface, and is a situation immediately before stopping when approaching the car stop 102 or the like. In addition, the situation where both the high output flag and the flag just before the stop are set is a situation where the accelerator pedal is rapidly depressed and the vehicle is parked backward, and a situation immediately before the stop approaching the vehicle stop 102 or the like. In these situations, an increase in the output of the power unit 12 is desired, but immediately before stopping, the driving force of the power unit 12 is gradually changed to enhance the operability of the vehicle 11.

  As shown in FIG. 5, when it is determined in step S11 described above that the parking state is not established, the process proceeds to step S30, and the setting of the parking flag is cancelled. If it is determined in step S16 described above that the accelerator pedal is not depressed rapidly, the process proceeds to step S31, and the setting of the high output flag is canceled. Further, when it is determined in step S17 described above that the vehicle is not in a state immediately before stopping, the process proceeds to step S32, and the setting of the flag immediately before stopping is canceled.

[Driving mode switching control (Parallel parking)]
Subsequently, as shown in FIG. 5 and FIG. 7, when it is determined in step S10 that the R range is not selected, that is, when the driver determines that the D range is selected. In step S40, it is determined whether or not the parking flag is set. If it is determined in step S40 that the parking flag is set, that is, if it is determined in the previous routine that the vehicle is traveling backward and is in a parking state, the process proceeds to step S41, where the reference accelerator opening is raised. Continued and the reduction of the reference charge state is continued.

  As described above, when it is determined that the vehicle is traveling backward and parked in the previous routine, the motor traveling mode is easily maintained even when the vehicle is switched from backward traveling to forward traveling. The accelerator opening is continuously raised and the reference charging state is kept lowered. Thereby, even when forward traveling and backward traveling are repeated when the vehicle 11 is parked, the motor traveling mode can be easily continued, and unnecessary engine starting can be suppressed.

  Subsequently, in step S42, it is determined whether there is another vehicle or the like ahead of the vehicle. In step S42, the front determination unit 74 of the hybrid controller 54 determines whether or not an object exists in front of the vehicle based on information detected by the front camera 66. If an object in front of the vehicle is detected in step S42, the process proceeds to step S43 to make it easier to continue the motor travel mode, as indicated by an arrow X2 in FIG. 8 by the second reference setting unit 72. The reference accelerator opening is raised from the second accelerator opening A2 to the third accelerator opening A3. In other words, the second reference setting unit 72 is selected by the driver from the reverse range to the forward range under the state where the second accelerator opening A2 is set as the reference accelerator opening, and the front camera 66 When the object ahead of the vehicle is detected, the reference accelerator opening is set higher than the second accelerator opening A2.

  Thus, the situation where the reference accelerator opening is raised from the second accelerator opening A2 to the third accelerator opening A3 is assumed to be a situation where the vehicle 11 is parked in parallel. As shown in FIG. 12, when a selection operation is performed in the R range and an object such as another vehicle 100 or curbstone 104 located behind the vehicle is detected, it is determined that parking is being performed. The Subsequently, as shown in FIG. 13, when a selection operation is performed in the D range and an object such as another vehicle 100 located in front of the vehicle is detected, it is determined that parallel parking is performed. Is done. In such parallel parking, the distance between the front and rear of the vehicle is often narrow. Therefore, the output of the power unit 12 is suppressed and the operability of the vehicle 11 is enhanced by suppressing the engine start by increasing the reference accelerator opening. Yes.

  On the other hand, if it is determined in step S40 that the parking flag is not set, that is, if it is determined in the previous routine that the vehicle is traveling backward and is not in the parking state, the process proceeds to step S44 and the reference accelerator opening degree is set. The raising is released and the lowering of the reference charging state is released. As described above, when it is determined in step S40 that the parking flag is not set, the first reference setting unit 71 sets the reference accelerator opening to the first because the vehicle 11 is traveling forward. The accelerator opening A1 is set, and the reference charging state is set to the first charging state S1. As a result, when the accelerator pedal is depressed, the engine 13 can be appropriately started according to the increase in the required driving force, and the traveling mode can be switched from the motor traveling mode to the parallel traveling mode, which makes the driver feel uncomfortable. The vehicle 11 can be moved forward without giving.

  As described so far, the vehicle control device 10 opens the reference accelerator, which is a criterion for determining whether to switch the driving mode, in accordance with not only the selection status of the D range and the R range, but also the situation around the vehicle and the situation of driving operation. Set the standard charge state. As a result, the driving mode can be appropriately switched so as not to give the driver a sense of incongruity.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. In the above description, the parallel travel mode is cited as the engine travel mode, but the present invention is not limited to this, and any travel mode may be used as long as the engine 13 is driven. For example, as the engine travel mode, a travel mode in which the starter generator 36 is driven to generate power by releasing the forward clutch 25 and the wheels 23 are driven by the motor generator 14 may be employed.

  In the above description, the timing for switching from the motor travel mode to the engine travel mode, that is, the timing for starting the engine 13 is delayed by changing the reference accelerator opening and the reference charge state. However, the present invention is not limited to this. Other threshold values constituting the engine start condition (for example, threshold values related to engine water temperature and motor torque) may be changed. In the above description, the reference charge state is lowered from the second charge state S2 to the third charge state S3 from the viewpoint of suppressing the engine start in step S20. However, the present invention is not limited to this. By providing a predetermined delay time for the determination, the engine start may be suppressed or the engine start may be prohibited.

  In the above description, the hybrid controller 54 incorporates the functional units of the travel mode control unit 70, the first reference setting unit 71, the second reference setting unit 72, and the stop determination unit 73, but this is not limitative. Alternatively, the driving mode control unit 70, the first reference setting unit 71, the second reference setting unit 72, and the stop determination unit 73 may be separately incorporated into a plurality of controllers that are connected to be able to communicate with each other. In the above description, the cameras 66 and 67 and the radar 68 are used as the front monitoring sensor and the rear monitoring sensor. However, the present invention is not limited to this, and the front and rear of the vehicle are monitored using other sensors. You may do it. The front camera 66 and the rear camera 67 may be a stereo camera or a monocular camera.

  In the above description, the driver selects the D range or the R range as the travel range by operating the select lever 64, but the present invention is not limited to this. The R range may be selected. In the above description, the battery 34 is used as the power storage device. However, the present invention is not limited to this, and a capacitor may be used as the power storage device.

DESCRIPTION OF SYMBOLS 10 Vehicle control apparatus 11 Vehicle 13 Engine 14 Motor generator (electric motor)
34 Battery (electric storage device)
54 Hybrid controller 63 Acceleration sensor (gradient sensor)
66 Front camera (front monitoring sensor)
67 Rear camera (rear monitoring sensor)
68 Rear side radar (rear monitoring sensor)
70 travel mode control unit 71 first reference setting unit 72 second reference setting unit 73 stop determination unit 100 vehicle (object)
101 White line (object)
102 Car stops (objects)
104 Curb (object)
Acc accelerator opening (required driving force)
A1 First accelerator opening (first driving force)
A2 Second accelerator opening (second driving force)
SOC state of charge (charged amount)
S1 First charge state (first charged amount)
S2 Second charge state (second charge amount)

Claims (7)

As a travel mode, a vehicle control device comprising: an engine travel mode for driving an engine; and a motor travel mode for stopping the engine and driving an electric motor,
A driving mode control unit that switches from the motor driving mode to the engine driving mode when the required driving force for the vehicle exceeds a reference driving force;
A first reference setting unit that sets a first driving force as the reference driving force when a forward range is selected by the driver;
A second reference setting that sets a second driving force higher than the first driving force as the reference driving force when a reverse range is selected by the driver and an object behind the vehicle is detected by a rear monitoring sensor. And
A vehicle control device. The vehicle control device according to claim 1,
The second reference setting unit is selected by the driver from the reverse range to the forward range under the state in which the second drive force is set as the reference drive force, and the object in front of the vehicle by the front monitoring sensor. A vehicle control device that raises the reference driving force above the second driving force when an object is detected. The vehicle control device according to claim 1 or 2,
The second reference setting unit sets the reference driving force when the second driving force is set as the reference driving force and the second driving force is detected by a gradient sensor when the vehicle is traveling uphill. A vehicle control device that lowers the driving force. The vehicle control device according to any one of claims 1 to 3,
The second reference setting unit sets the reference driving force when the driver's accelerator operation speed exceeds a reference speed under the state where the second driving force is set as the reference driving force. A vehicle control device that lowers the driving force. In the vehicle control device according to any one of claims 1 to 4,
Having an electricity storage device connected to the electric motor;
The travel mode control unit switches from the motor travel mode to the engine travel mode when the power storage amount of the power storage device is lower than a reference power storage amount,
The first reference setting unit sets a first storage amount as the reference storage amount when a forward range is selected by a driver;
The second reference setting unit has a second power storage that is lower than the first power storage amount as the reference power storage amount when a reverse range is selected by a driver and an object behind the vehicle is detected by a rear monitoring sensor. The vehicle control device that sets the amount. The vehicle control device according to claim 5, wherein
Based on the detection information of the rear monitoring sensor, it has a stop determination unit that detects whether or not the vehicle and the object behind the vehicle are in a state immediately before the stop where the distance is less than the threshold,
The second reference setting unit is a vehicle control device that reduces the reference charged amount below the second charged amount when the stop determining unit determines that the vehicle is in a state immediately before stopping. In the vehicle control device according to any one of claims 1 to 6,
Based on the detection information of the rear monitoring sensor, it has a stop determination unit that detects whether or not the vehicle and the object behind the vehicle are in a state immediately before the stop where the distance is less than the threshold,
The vehicle control apparatus, wherein the travel mode control unit prohibits switching from the motor travel mode to the engine travel mode when the stop determination unit determines that the vehicle is in a state just before stopping.

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