JP2019023080A - Vehicle control device - Google Patents

Abstract

To harmonize drivability with fuel efficiency on a downhill road in a vehicle control device having a traveling mode for performing driving force control and shift control without requiring acceleration/deceleration operation.SOLUTION: A vehicle control device comprises an uphill/downhill AI control section for controlling an automatic transmission so as to keep an engine rotation speed Ne high during slope-road traveling on a downhill road and an uphill road as compared to during flat-road traveling. Thus, while excellent drivability is obtained during the slope-road traveling, an increase in the engine rotation speed Ne is limited in a second traveling mode (an unmanned or manned automatic driving traveling mode and a cruise traveling mode) as compared to in a first traveling mode (a driving operation traveling mode), so that fuel efficiency is improved. In the second traveling mode, since a driver does not perform acceleration/deceleration operation, the driver's demand for drivability is limited, so that, even if the drivability becomes somewhat poor due to the limitation of the increase in the engine rotation speed Ne, the possibility of causing the driver to feel a sense of discomfort is low.SELECTED DRAWING: Figure 8

Description

  The present invention relates to an improvement in a vehicle control device having a traveling mode in which driving force control and shift control are performed without requiring a driver's acceleration / deceleration operation.

  In a vehicle having an engine used as a power source and an automatic transmission, a technique has been proposed for controlling the automatic transmission so that the engine speed is maintained higher when traveling on a slope than when traveling on a flat road. The device described in Patent Document 1 is one example, and when traveling on an uphill road, the engine speed is increased to a predetermined high speed by limiting the upshift or downshift of the automatic transmission regardless of the accelerator pedal return operation. To improve re-acceleration performance. Patent Document 2 describes a technique for improving the feeling of acceleration by increasing the engine speed higher than usual when the power is on on the uphill road (accelerator depressed state).

JP 2005-76673 A JP 2010-90980 A JP 2008-19907 A

  By the way, in recent years, a driving mode in which a target driving state is set and driving force control and shift control are performed without requiring a driver's acceleration / deceleration operation, for example, cruise control (constant speed driving) described in Patent Document 3 has been adopted. Even in such a travel mode, it is conceivable to maintain a high engine rotation speed in order to ensure a predetermined drivability (driving force responsiveness and engine brake) on a downhill road. However, since the driver does not perform acceleration / deceleration operations, the driver's request for drivability is limited, and there is little possibility that the driver will feel uncomfortable even if the drivability is somewhat worse, and the engine rotation speed is increased. The harmony with the deterioration of fuel consumption due to the setting becomes a problem.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to provide a vehicle control apparatus having a traveling mode for performing driving force control without requiring an acceleration / deceleration operation. The goal is to harmonize with fuel consumption.

In order to achieve this object, the first invention relates to (a) a vehicle having an engine used as a power source and an automatic transmission, and (b) driving force control and the automatic transmission according to a driver's acceleration / deceleration operation. In a vehicle control device capable of a first travel mode for performing a shift control of the vehicle, and a second travel mode for performing the drive force control and the shift control by setting a target travel state without requiring an acceleration / deceleration operation, c) having a slope traveling control unit that controls the automatic transmission so as to maintain the engine speed higher than when traveling on a flat road when traveling downhill, (d) the slope traveling control unit, When the vehicle is traveling on a downhill road, the increase range of the engine rotation speed is limited in the second traveling mode than in the first traveling mode.
Note that the limitation on the increase range of the engine rotation speed in the second travel mode includes a case where the increase range of the engine rotation speed is set to 0 and a case where the engine rotation is stopped. That is, in the second traveling mode, the increase control of the engine speed during the hill traveling by the hill traveling control unit may be stopped.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, (a) the slope traveling control unit maintains the engine speed higher even when traveling on an uphill road than when traveling on a flat road. (B) The slope traveling control unit increases the engine speed during the second traveling mode even when traveling on the uphill road than during the first traveling mode. It is characterized by limiting the width.

  Such a vehicle control device is provided with a slope running control unit that maintains a higher engine rotation speed than when running on a flat road at least when traveling on a downhill road, and an excellent drivability is obtained when traveling on a downhill road. On the other hand, the increase in the engine speed is limited in the second travel mode compared to that in the first travel mode, so that fuel efficiency is improved. In the second travel mode, since the driver does not perform acceleration / deceleration operations, the driver's request for acceleration / deceleration is limited, and the drivability is somewhat worsened by limiting the increase width of the engine rotation speed. However, there is little possibility that the driver will feel uncomfortable. In particular, when an automatic driving mode that sets the target driving state based on road information and automatically accelerates or decelerates is provided as the second driving mode, priority should be given to smoother riding comfort and fuel economy than driving. Is considered to be consistent with the passengers' intentions.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a vehicular drive device for a hybrid vehicle to which the present invention is applied, and is a diagram illustrating a main part of a control system. It is a collinear diagram explaining the relative rotational speed of each rotation element of the electric differential part of FIG. FIG. 2 is an engagement operation table for explaining a plurality of gear stages of the automatic transmission of FIG. 1 and a friction engagement device for establishing the gear stages. It is a figure explaining an example of the input-output signal of the electronic controller with which the vehicle drive device of FIG. 1 is provided. It is a figure explaining an example of the shift map used when the shift control of an automatic transmission is performed by the stepped shift control part of FIG. 1, and is the figure which also showed the switching map of the power source. FIG. 2 is a block diagram specifically explaining functions related to a drive system executed by an automatic driving travel mode control unit of FIG. 1. It is an example of the time chart explaining the change of the operation state of each part, when the uphill slope AI control is performed by the uphill slope AI control part of FIG. It is a flowchart explaining the operation | movement at the time of an uphill / downhill AI control part restrict | limiting uphill / downhill AI control for every driving | running | working mode. It is a figure explaining the some simulated gear stage established by the simulation stepped control part with which the hybrid control part of FIG. 1 is equipped functionally. It is a figure explaining the engine control area | region at the time of establishing the simulation gear stage of FIG. 9, and the figure which showed the optimal fuel consumption line together. It is a flowchart explaining the action | operation at the time of a simulation stepped control part restrict | limiting simulated stepped control for every driving mode. It is a skeleton diagram explaining another example of a vehicle drive device for a hybrid vehicle to which the present invention is preferably applied. FIG. 13 is an engagement operation table for explaining a plurality of gear stages of the automatic transmission of FIG. 12 and a friction engagement device for establishing the gear stages.

  The present invention is preferably applied to a hybrid vehicle having an engine and an electric motor as power sources, but can also be applied to an engine-driven vehicle having only an engine as a power source. It is also applied to a series type hybrid vehicle equipped with an engine and generator dedicated to power generation, and an electric motor for traveling, and when increasing the engine rotation speed for power generation when climbing, that is, increasing the power generated by the generator In this case, the increase width may be changed according to the travel mode. The engine is an internal combustion engine that generates power by combustion of fuel such as a gasoline engine or a diesel engine, and a motor generator that can also be used as a generator is preferably used as the electric motor.

  As an automatic transmission, a stepped automatic transmission such as a planetary gear type or a parallel shaft type in which a plurality of gear stages are established by disengagement states of a plurality of friction engagement devices, or a continuously variable transmission such as a belt type Machine is used. In addition, the engine is connected to the input element of a differential mechanism such as a planetary gear device, the generator is connected to the reaction force element, the drive wheel is connected to the output element, and the rotation speed control of the generator prevents the engine from rotating. The present invention can also be applied to a vehicle including an electric continuously variable transmission that shifts in stages and outputs from an output element. For example, when the engine is started at the time of climbing without an acceleration request and the driving force is quickly generated by the torque control of the generator at the time of reacceleration, the engine speed in the second traveling mode is higher than that in the first traveling mode. Can be lowered or the rotation can be stopped. The engine does not necessarily have to be self-rotating, and it may only be rotated with the torque control of the generator. In that case, it may be equal to or lower than the idle rotation speed.

  The target travel state in the second travel mode is, for example, a target vehicle speed, a target inter-vehicle distance, a target acceleration, a target driving force, a target braking force, a target steering angle, or the like. Specifically, based on the constant speed travel mode in which the target driving force is calculated to travel at the target vehicle speed set by the driver and the vehicle is traveling at a constant speed at a substantially constant vehicle speed, or the inter-vehicle distance from the preceding vehicle. Calculate the target driving force and calculate the target driving force by sequentially setting the target vehicle speed based on the following driving mode in which the target driving force is calculated to follow the vehicle at a predetermined target inter-vehicle distance or the road information of the driving route, and the steering angle is automatically set Any one of the second driving modes may be used in the implementation of the present invention, such as an automatic driving mode in which the vehicle is controlled in a controlled manner. When the driver operates the steering angle in the constant speed traveling mode and the follow-up traveling mode, it can be regarded as the manual steering traveling mode. When the vehicle travels while automatically controlling the steering angle in the automatic driving traveling mode, it can be regarded as the automatic steering traveling mode. Note that the driving force control can be performed based on the target torque or the target acceleration.

  As the automatic driving travel mode, for example, the target vehicle speed is automatically set sequentially based on the map information and the travel route information, the target driving force is calculated according to the target vehicle speed, and the steering angle is set so as to travel according to the travel route. However, it is also possible to recognize the surrounding road conditions with a camera or the like and perform garage entry or parallel parking without the driver's operation. Further, it is only necessary to automatically call the vehicle to a predetermined position such as an entrance according to a predetermined traveling route from a parking lot or the like, and various modes are possible. In addition to the manned automatic driving mode in which an occupant such as a driver is on board, this automatic driving mode can be an unattended automatic driving mode in which there is no occupant including the driver. In this specification, the case where the target traveling state is set based on at least road information and the vehicle automatically accelerates or decelerates is referred to as an automatic driving traveling mode, and automatic control of the steering angle is not a requirement. The road information is information such as road gradient and curve, and can be obtained from map information, or can be captured by road-to-vehicle communication. In addition, acceleration / deceleration may be performed by photographing a lane or the like with a camera.

  The slope running control unit controls the automatic transmission so that the engine speed is maintained at a higher level than when traveling on a flat road at least when traveling on a downhill road. Only when traveling on a downhill road, the engine speed increases. The control may be performed, or the engine rotation speed increase control may be performed on both the uphill road and the downhill road. In addition to limiting the upshift of the automatic transmission, a downshift may be performed to positively increase the engine speed.

  (a) an electric differential unit capable of continuously changing the rotational speed of the engine by torque control of the differential rotating machine and transmitting it to the intermediate transmission member; (b) the intermediate transmission member and the drive wheel; And an automatic transmission capable of mechanically establishing a plurality of gear stages having different gear ratios of the rotational speed of the intermediate transmission member with respect to the output rotational speed, (c) In the case of a vehicle control device having a simulated stepped control unit that controls the electric differential unit so as to establish a plurality of simulated gear stages having different gear ratios of the engine rotational speed to the output rotational speed of the automatic transmission (D) In order to suppress the deterioration of fuel consumption due to the simulated stepping, it is desirable to limit the simulated stepping in the second traveling mode more than in the first traveling mode. Specifically, the control region in which the engine is operated at the time of simulated stepping is narrowed to approach the optimum fuel consumption line, and the simulated stepping may be stopped in the second traveling mode.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram of a vehicle drive device 10 for a hybrid vehicle to which the present invention is applied, and is a diagram that also shows a main part of a control system. The vehicle drive device 10 includes an engine 12, an electric differential unit 14, and an automatic transmission 16 in series. The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine, and its output is controlled by the engine output control device 40. The engine output control device 40 includes, for example, an electronic throttle valve 100, a fuel injection device 102, an ignition device 104, and the like shown in FIG. 4, and these electronic throttle valves 100 according to a control signal supplied from the electronic control device 50. The engine output is electrically controlled by controlling the fuel injection device 102, the ignition device 104, and the like. The electric differential unit 14 includes a single pinion type planetary gear unit 18 as a differential gear mechanism. The planetary gear unit 18 includes a carrier CA0 connected to the engine 12, a sun gear S0 connected to the first motor generator MG1, and a ring gear R0 connected to the intermediate transmission member 20 so as to be differentially rotatable. The transmission member 20 is connected to the second motor generator MG2. Since the electric differential section 14 and the automatic transmission 16 are configured substantially symmetrically with respect to the axis, the lower half is omitted in the skeleton diagram of FIG.

  FIG. 2 is a collinear diagram in which the rotation speeds of the three rotation elements S0, CA0, R0 of the electric differential section 14 can be connected by straight lines. The rotation speed Nmg1 of the sun gear S0 is the rotation speed of the first motor generator MG1. (MG1 rotational speed), the rotational speed Ne of the carrier CA0 is the rotational speed of the engine 12 (engine rotational speed), the rotational speed Nmg2 of the ring gear R0 is the rotational speed of the second motor generator MG2 (MG2 rotational speed), and the first motor By the regenerative torque control and power running torque control of the generator MG1 and the second motor generator MG2, the MG2 rotational speed Nmg2 that is the differential output rotational speed with respect to the engine rotational speed Ne that is the differential input rotational speed can be changed continuously and continuously. . That is, the electric differential unit 14 functions as an electric continuously variable transmission that can change the speed ratio γ0 (= Ne / Nmg2) in a stepless manner, and the first motor generator MG1 functions as a differential rotating machine. The carrier CA0 connected to the engine 12 is an input element, the sun gear S0 connected to the first motor generator MG1 is a reaction force element, and the ring gear R0 connected to the intermediate transmission member 20 is an output element. The first motor generator MG1 and the second motor generator MG2 are connected to a chargeable / dischargeable power storage device 24 via an inverter 22, and each motor torque is electrically controlled according to a motor control signal supplied from the electronic control device 50. Be controlled. These motor generators MG1 and MG2 both have functions as an electric motor and a generator. The first motor generator MG1 is mainly used as a generator to generate a reaction force, and the second motor generator MG2 is mainly used. Used as an electric motor to output driving force. The engine 12, the electric differential unit 14, and the second motor generator MG2 function as a power source of the vehicle drive device 10. In this embodiment, the engine 12, the first motor generator MG1, and the second motor generator MG2 are directly connected to the carrier CA0, the sun gear S0, and the ring gear R0, respectively, but a transmission gear, a clutch, or the like may be interposed. .

  The automatic transmission 16 is a planetary gear type stepped transmission, which changes the rotation of the intermediate transmission member 20 and outputs it from the output shaft 32. Specifically, it includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30, and a hydraulic friction engagement device. Are provided with two clutches C1, C2 and three brakes B1, B2, B3 (hereinafter simply referred to as clutch C and brake B unless otherwise distinguished). Then, as shown in the engagement operation table of FIG. 3, when any two of the clutch C and the brake B are engaged, the rotational speed Nmg2 of the intermediate transmission member 20 and the rotational speed of the output shaft 32 are obtained. The four forward gear stages 1st to 4th and the reverse gear stage R (reverse) having different gear ratios γ1 (= Nmg2 / Nout), which is a ratio to (output rotation speed) Nout, are established, and all of them are released. N (neutral) that cuts off power transmission. The clutch C and the brake B are engaged by being supplied with hydraulic pressure from the hydraulic control circuit 42, and an AT solenoid valve 106 (see FIG. 4) and the like of the hydraulic control circuit 42 are connected from the electronic control device 50. Engagement and release are controlled by being electrically controlled in accordance with the supplied shift control signal. The AT solenoid valve 106 is individually disposed in the clutch C and the brake B, for example. The output shaft 32 is connected to the left and right drive wheels 36 via a final reduction gear 34.

  In such a vehicle drive device 10, continuously variable transmission control can be performed as a whole by the electric differential section 14 and the automatic transmission 16. Further, by controlling the MG1 rotation speed Nmg1 and the like so that the transmission ratio of the electric differential unit 14 is constant, it is possible to perform the same shift control as the stepped shift as a whole. In any case, when the automatic transmission 16 is shifted, the electric transmission is performed in response to a change in the rotational speed of the intermediate transmission member 20 due to the shift so that the shift is performed quickly and smoothly. The rotational speed of each part of the differential section 14, for example, the MG1 rotational speed Nmg1 is controlled.

  The vehicle drive device 10 of this embodiment also includes an automatic brake system 44 and an automatic steering system 46. The automatic brake system 44 electrically applies a braking force, that is, a brake hydraulic pressure, of each wheel brake 38 provided on the driving wheel 36 and a driven wheel (non-driving wheel) (not shown) according to a brake control signal supplied from the electronic control unit 50. Control. The wheel brake 38 is also supplied with brake hydraulic pressure via a brake master cylinder when a brake pedal (not shown) is stepped on, and the brake hydraulic pressure, that is, the braking force corresponding to the brake operating force Brk. Is generated mechanically. The automatic steering system 46 electrically controls the steering angle Φ with an electric motor or the like according to the steering angle control signal supplied from the electronic control unit 50. The steering angle Φ may be the rotation angle of the steering wheel or the angle of the steering wheel.

  The electronic control device 50 performs the present control, such as output control of the engine 12, motor torque control of the motor generators MG1 and MG2, shift control of the automatic transmission 16, brake force control by the automatic brake system 44, steering control by the automatic steering system 46, etc. It functions as a controller that performs various controls of the vehicle drive apparatus 10 of the example, and includes a microcomputer having a CPU, ROM, RAM, input / output interface, etc., and uses a temporary storage function of the RAM However, signal processing is executed in accordance with a program stored in advance in the ROM. If necessary, it can be configured separately for engine control, motor control, shift control, and the like.

  FIG. 4 exemplifies a signal input to the electronic control device 50 and a signal output from the electronic control device 50. A part of the signal will be specifically described. An engine rotation speed sensor 70, an MG1 resolver (rotation) (Speed sensor) 72, MG2 resolver (rotational speed sensor) 74, output rotational speed sensor 76, foot brake sensor 78, accelerator operation amount sensor 80, steering angle sensor 82, and vehicle acceleration sensor 83 are connected, respectively, and engine rotational speed Ne, MG1 rotation speed Nmg1, MG2 rotation speed Nmg2, rotation speed (output rotation speed) Nout of the output shaft 32, brake pedal depression operation force (brake operation force) Brk, accelerator pedal depression operation amount (acceleration operation amount) Acc, steering A signal representing the angle Φ and the vehicle acceleration G is supplied. The output rotation speed Nout corresponds to the vehicle speed V.

  The auto-cruise setting switch 84 is used to select a cruise travel mode in which constant speed travel or follow-up travel is performed without requiring a driver's acceleration / deceleration operation, to set a target vehicle speed VtagC, to increase or decrease the target vehicle speed VtagC, A device for setting the target inter-vehicle distance DtagC is provided, for example, on a steering wheel or the like, and signals representing the target vehicle speed VtagC, the target inter-vehicle distance DtagC, and the like are supplied to the electronic control unit 50. The navigation system 86 includes map information and sets a travel route according to the destination, displays the map and the travel route on a display device arranged on an instrument panel or the like, or GPS (Global Positioning System; Global positioning system), VICS (registered trademark) (Vehicle Information and Communication System), vehicle-to-vehicle communication, road-to-vehicle communication, etc., own vehicle position and traffic congestion, road gradient, altitude, legal speed, signal information In addition, various road traffic information such as weather is acquired, and a signal representing such information is supplied to the electronic control unit 50. An operation member that can perform various selection operations, setting operations, and the like by a touch operation, a pressing operation, a rotation operation, and the like is provided in the display device and its vicinity. If necessary, an information communication device that receives information from the outside may be provided separately from the navigation system 86. The radar 88 detects an inter-vehicle distance between a preceding vehicle and a rear vehicle, a distance between a nearby passer and an obstacle, and a signal representing such information is supplied to the electronic control unit 50. The The camera 90 is a movie camera, a still camera, or the like that photographs other vehicles, passers-by, obstacles, traffic lights, lanes, guardrails, parking positions, predetermined indexes, etc. existing in the front, rear, and side of the vehicle. A signal representing the video information is supplied to the electronic control unit 50.

  The manned automatic driving switch 92 is a switch for selecting an automatic driving driving mode in which the driving force and the steering angle Φ of the vehicle are automatically controlled in a state where a driver or an occupant is in the vehicle, and the unmanned automatic driving switch 94 is The switch is used to select an automatic driving traveling mode in which the vehicle is driven by automatically controlling the driving force and the steering angle Φ of the vehicle when no driver or passenger is in the vehicle. The unmanned automatic operation switch 94 is incorporated in, for example, a wireless key that locks and unlocks a vehicle door lock wirelessly. In these automatic driving, for example, the target vehicle speed is automatically set sequentially based on map information, travel route information, various road traffic information, etc., and the target driving force is calculated according to the target vehicle speed, and the travel route The steering angle Φ is automatically controlled so that the vehicle travels in accordance with the vehicle. However, garage entry and parallel parking that do not require map information and travel route information may be performed without the driver's operation. Further, it is only necessary to automatically call the vehicle to a predetermined position such as an entrance according to a predetermined traveling route from a parking lot or the like, and various modes are possible. The unmanned automatic driving mode is suitable for entering a garage or calling from a parking lot. The unmanned automatic driving travel mode is also preferably used when, for example, the vehicle travels (following travel) following the preceding guided vehicle. The manned automatic driving switch 92 and the unmanned automatic driving switch 94 may be incorporated in the navigation system 86 so that the manned automatic driving traveling mode and the unmanned automatic driving traveling mode can be selected by the navigation system 86. A part or all of the functions of the auto cruise setting switch 84 can also be incorporated into the navigation system 86.

  The electronic control device 50 outputs an engine control signal to an engine output control device 40 (see FIG. 1) that controls the engine output, and the throttle valve opening of the electronic throttle valve 100 of the engine 12 and the fuel injection device. The fuel supply amount by 102, the ignition timing of the engine 12 by the ignition device 104, and the like are electrically controlled. In the first motor generator MG1 and the second motor generator MG2, their motor torques are individually electrically controlled by outputting a motor control signal to the inverter 22. A shift control signal is output to the AT solenoid valve 106 and the like of the hydraulic control circuit 42, and a predetermined gear stage of the automatic transmission 16 is electrically established by engaging and releasing the clutch C and the brake B, respectively. Be made. A brake control signal is output to the automatic brake system 44, and the braking force of the wheel brake 38 is electrically controlled. A steering angle control signal is output to the automatic steering system 46, and the steering angle Φ is electrically controlled by an electric motor or the like.

  As shown in FIG. 1, this electronic control device 50 is functionally equipped with a hybrid control unit 52, a stepped shift control unit 54, a steering control unit 56, a brake control unit 58, an automatic driving travel mode control unit 60, and a cruise travel mode. A control unit 62, a driving operation travel mode control unit 64, and an uphill / downhill AI (artificial intelligence) control unit 66 are provided. The hybrid control unit 52 transmits the transmission loss of each unit, the auxiliary load, the transmission ratio γ0 of the electric differential unit 14 so that the vehicle is driven with the target driving force Ftag2 supplied from the automatic driving travel mode control unit 60, A target engine output is calculated based on the assist torque of the second motor generator MG2, the gear stage (gear ratio γ1) of the automatic transmission 16, and the like, so that the target engine output becomes the engine rotation speed Ne and the engine torque Te. In addition, the engine 12 is controlled via the engine output control device 40. The gear ratio γ0 of the electric differential section 14 is determined so that the engine 12 is operated in an efficient operating range, for example, on the optimum fuel consumption line shown in FIG. In the unmanned or manned automatic driving traveling mode, the target driving force Ftag2 is a target vehicle speed calculating unit 112 in FIG. 6 for explaining the function of the automatic driving traveling mode control unit 60 so as to travel according to a predetermined traveling route. The F / F (feed forward) control calculation unit 132, the F / B (feedback) control calculation unit 134, the driving force adjustment unit 138, and the like are sequentially set based on various road traffic information such as legal speed and road gradient. The Further, the target driving force Ftag2 is successively set so that the vehicle travels at a preset target vehicle speed VtagC during constant speed traveling in the cruise traveling mode and follows at a predetermined target inter-vehicle distance DtagC during follow-up traveling mode in the cruise traveling mode. Is set. In the driving operation travel mode in which the driving force is controlled according to the driver's acceleration / deceleration operation (accelerator operation or brake operation), the target driving force FtagM is sequentially calculated from the accelerator operation amount Acc, the vehicle speed V, and the like, and based on the target driving force FtagM. The target driving force Ftag2 is set. The target vehicle speed VtagC and the target inter-vehicle distance DtagC are set by the cruise travel mode control unit 62 based on a signal from the auto cruise setting switch 84, and the target driving force FtagM is a driving operation based on the accelerator operation amount Acc, the vehicle speed V, and the like. The travel mode control unit 64 sequentially calculates. The target inter-vehicle distance DtagC is selected from, for example, three levels of large, medium, and small, and is variably set according to the vehicle speed V, and the actual distance between the preceding vehicle detected by the radar 88 in the cruise driving mode control unit 62 is set. The target driving force FtagC is calculated by feedback control or the like so that the inter-vehicle distance D becomes the target inter-vehicle distance DtagC, and the target driving force Ftag2 is set based on the target driving force FtagC. When the target driving force Ftag2 is negative (minus), a power source brake is generated by regenerative control of the engine brake or the second motor generator MG2, and is combined with the braking force of the wheel brake 38 controlled by the brake control unit 58. The target driving force Ftag2 is obtained. The electronic control device 50 has a function of a vehicle control device that can travel in a plurality of travel modes.

  The hybrid control unit 52 is also configured to stop or idle the engine 12 and run using only the second motor generator MG2 as a power source in a low output torque range or a low vehicle speed range in which engine efficiency is relatively poor. Then, the power source is switched in accordance with a predetermined power source map. A one-dot chain line shown in the lower left part of FIG. 5 (region of low driving force and low vehicle speed) is an example of a power source switching map, which is determined based on the vehicle speed V and the driving force, and has a low vehicle speed and low driving force. This region is the motor travel region, and the power source switching control is executed by starting or stopping the engine 12 or the like. As the driving force, the actual driving force can be estimated from the engine torque, the motor torque, the gear stage of the automatic transmission 16, and the like, but the target driving force Ftag2 calculated by the automatic driving travel mode control unit 60 is used. Is appropriate. Although not shown, hysteresis is provided between a switching line for switching from motor traveling to engine traveling and a switching line for switching from engine traveling to motor traveling to prevent a busy shift. Further, even when the engine is running with the engine 12 as a power source, the electric energy from the first motor generator MG1 and / or the electric energy from the power storage device 24 to be regeneratively controlled is supplied to the second motor generator MG2. Then, the second motor generator MG2 is driven (power running control) to apply torque to the drive wheels 36, thereby executing torque assist for assisting the power of the engine 12. That is, also in the engine travel region of FIG. 5, torque assist is performed by the second motor generator MG2 as necessary.

  The stepped shift control unit 54 performs shift control of the automatic transmission 16 according to a predetermined shift map, and the AT solenoid valve 106 of the hydraulic control circuit 42 establishes the target gear determined according to the shift map. The clutch C and the brake B are engaged and released through the control. The shift map is a shift condition, and is set based on the driving force and the vehicle speed V as shown in FIG. 5, for example. As the vehicle speed V becomes higher, the gear ratio γ1 is switched to a lower gear side and the driving force is reduced. As the speed increases, the gear ratio γ1 is set so as to be switched to a lower speed gear. As the driving force, for example, a target driving force Ftag2 calculated by the automatic driving travel mode control unit 60 is used. The solid line in FIG. 5 is an upshift line, the broken line is a downshift line, and a predetermined hysteresis is provided between them.

  The steering control unit 56 controls the automatic steering system 46 so that the target steering angle Φtag supplied from the automatic driving traveling mode control unit 60 is achieved when the manned or unmanned automatic driving traveling mode is selected. This target steering angle Φtag is determined based on road information or the like. For example, the target steering angle Φtag is detected by the camera 90 according to a predetermined driving route, along a lane detected by the camera 90, or by switching the lane. Depending on the vehicle speed V, driving force, etc. in order to perform garage parking or parallel parking based on the parked parking position information, or to avoid contact with passersby or obstacles detected by the radar 88 or the camera 90 Is set as appropriate. FIG. 6 is for explaining the function of the drive system of the automatic driving travel mode control unit 60, and steering control is omitted. Thus, the automatic driving traveling mode in which the automatic steering system 46 is controlled by the steering control unit 56 so as to achieve the target steering angle Φtag is the automatic steering traveling mode, and the steering control unit 56 does not automatically control the steering angle Φ. The cruise travel mode is a manual steering travel mode.

  The brake control unit 58 is an automatic brake system that operates the wheel brake 38 with the target brake force Btag supplied from the automatic driving travel mode control unit 60 when a manned or unmanned automatic driving travel mode is selected. 44 is controlled. The target braking force Btag is stopped at a predetermined stop position, detected by the camera 90 or stopped according to signal information (red signal) input from the outside, or detected with a preceding vehicle detected by the radar 88. The target inter-vehicle distance calculation unit 116 and the actual inter-vehicle distance calculation unit shown in FIG. 6 are used to secure the inter-vehicle distance or to avoid collisions with passers-by and obstacles detected by the radar 88 and the camera 90. 118, a vehicle speed safety margin calculation unit 114, a target brake force calculation unit 140, and the like are appropriately set so as to decelerate at a predetermined deceleration. Not only in the automatic driving mode, but also in the cruise mode that performs constant speed and follow-up driving, and the driving mode that controls the driving force according to the driver's acceleration / deceleration operation, the target brake is applied under certain conditions such as collision avoidance. The wheel brake 38 can be forcibly operated by setting the force Btag.

  The automatic driving travel mode control unit 60 functionally includes a travel plan generation unit 110 and a travel control unit 130 as shown in FIG. The travel plan generation unit 110 includes a target vehicle speed calculation unit 112, a vehicle speed safety margin calculation unit 114, a target inter-vehicle distance calculation unit 116, and an actual inter-vehicle distance calculation unit 118. Information such as vehicle position information, map information such as roads, gradients, altitudes, legal speeds, infrastructure (infrastructure) information, travel routes and routes, weather, etc. are supplied. In the navigation system 86, destinations, travel routes, and the like are set by the driver, as well as cooperative driving that takes into account the driver's operation in automatic driving, time priority, fuel priority, upper limit vehicle speed, desired vehicle speed, etc. can be set. is there. The infrastructure information is information such as roads and signals supplied from information and communication devices provided on roads and traffic lights. The target vehicle speed calculation unit 112 sequentially sets a target vehicle speed Vtag1 that is a base for performing automatic driving based on such information. The target vehicle speed calculation unit 112 is supplied with a target vehicle speed VtagC during constant speed travel from the cruise travel mode control unit 62. In the cruise travel mode, the target vehicle speed VtagC is set to the target vehicle speed Vtag1. .

  The vehicle speed safety margin calculation unit 114 calculates the difference between the target inter-vehicle distance Dref determined by the target inter-vehicle distance calculation unit 116 and the actual inter-vehicle distance D calculated by the actual inter-vehicle distance calculation unit 118 based on a signal from the radar 88 or the like. Accordingly, the vehicle speed safety margin Vm is obtained, and the target vehicle speed Vtag2 is calculated by subtracting the vehicle speed safety margin Vm from the target vehicle speed Vtag1. The target inter-vehicle distance Dref and the actual inter-vehicle distance D are inter-vehicle distances with the preceding vehicle, and the target inter-vehicle distance Dref is set according to the current vehicle speed V or the like, which is a sufficient distance that can avoid a collision with the preceding vehicle. When the actual inter-vehicle distance D is greater than the target inter-vehicle distance Dref, the lower limit guard is performed with the vehicle speed safety margin Vm = 0 in order to prevent the vehicle speed V from being unnecessarily increased. Note that the vehicle speed safety margin Vm may be obtained based not only on the preceding vehicle but also on the distance from the pedestrian, the obstacle, and the side vehicle predicted to come ahead.

  The travel control unit 130 includes an F / F (feed forward) control calculation unit 132, an F / B (feedback) control calculation unit 134, a travel resistance calculation unit 136, a driving force adjustment unit 138, and a target brake force calculation unit 140. ing. The F / F control calculation unit 132 calculates the FF driving force value Fff necessary for traveling at the target vehicle speed Vtag2 in accordance with a predetermined feedforward control equation or the like. The F / B control calculation unit 134 Based on the deviation ΔV between the vehicle speed Vtag2 and the current vehicle speed V, the FB correction value Ffb is calculated according to a predetermined feedback control equation or the like. Further, the running resistance calculation unit 136 calculates the running resistance Fr based on the road load (R / L) of the vehicle, the road gradient, the number of passengers, the loaded load, etc., and the FF driving force value Fff and the FB correction value Ffb are calculated. The base target driving force Ftag1 is calculated by adding the running resistance Fr. The road load may be set in advance in the navigation system 86 or the like, but may be downloaded through a communication line or calculated from the actual driving force F, road gradient, vehicle speed V, and the like.

  The driving force adjustment unit 138 adjusts the target driving force Ftag1 according to the travel mode and sets the final target driving force Ftag2. The driving force adjusting unit 138 is supplied with the target driving force FtagC calculated from the cruise traveling mode control unit 62 so as to follow the target inter-vehicle distance Dtag and from the driving operation traveling mode control unit 64. The target driving force FtagM calculated based on the accelerator operation amount Acc, the vehicle speed V, and the like is supplied, and the target driving forces FtagC and FtagM are based on the cruise driving mode and the driving operation driving mode. Is used as the target driving force Ftag1. For example, in unmanned automatic driving mode, it is desirable to prioritize fuel consumption over drivability. In manned automatic driving mode, it is desirable to prioritize riding comfort over drivability. In cruise mode, a certain level of drivability is ensured. Desirably, it is desirable to prioritize drivability over fuel consumption in the driving operation travel mode. For this reason, for example, regarding the change rate that is the maximum value of the change rate of the target drive force Ftag1, the target drive force Ftag1 is changed from the target drive force Ftag1 to the maximum change rate in the driving operation travel mode or the change rate is not limited. Set. In the cruise travel mode, the target drive force Ftag1 is set by limiting the target drive force Ftag1 at a change rate smaller than that in the driving operation travel mode. In the manned automatic drive travel mode, the target drive force Ftag1 is set at a change rate smaller than that in the cruise travel mode. The target driving force Ftag2 is set by limiting, and the target driving force Ftag2 is set by limiting the target driving force Ftag1 at a change rate smaller than that in the manned automatic driving driving mode in the unmanned automatic driving driving mode.

  The target drive force Ftag2 is supplied to the target brake force calculation unit 140 and is output to the hybrid control unit 52 and the stepped shift control unit 54. The target brake force calculation unit 140 generates a target brake force Btag of the wheel brake 38 that can obtain the target drive force Ftag2 in combination with the power source brake generated by the hybrid control unit 52 when the target drive force Ftag2 is negative (minus). Is output to the brake control unit 58. When the automatic brake system 44 is controlled according to the target brake force Btag, the wheel brake 38 is operated with the target brake force Btag, and the target drive force Ftag2 is combined with the power source brake obtained by the control of the hybrid control unit 52. can get.

  Returning to FIG. 1, the uphill / downhill AI control unit 66 controls the automatic transmission 16 so that the engine speed Ne is maintained higher when traveling on both the uphill and downhill than when traveling on a flat road. To do. For example, by limiting the upshift based on the shift map shown in FIG. 5 when the driving force decreases due to an uphill curve or the like, the engine speed Ne can be maintained at a high speed to improve the drivability during reacceleration. When the power is turned on on the uphill road, the engine speed Ne is reduced by shifting the shift map of FIG. 5 toward the low driving force side or the high vehicle speed side to facilitate downshifting or forcibly downshifting. Raise the climbing performance. Further, when the driving force decreases on the downhill road, the engine speed Ne is increased by restricting the upshift based on the shift map of FIG. 5 or forcibly performing the downshift to increase the engine brake. Increase. The engine rotation speed Ne can be increased by using not only the shift control of the automatic transmission 16 but also the shift control of the electric differential unit 14. The solid line in FIG. 7 is an example of a time chart in the case where the engine speed Ne is maintained high by the climbing slope AI control unit 66 when the driving force decreases due to an uphill road curve or the like. This is the time when the uphill / downhill control flag is turned ON at a predetermined value or more. The road gradient can be calculated from, for example, the vehicle acceleration G, engine torque, motor torque, and the like, but may be detected by a gradient sensor or the like, or may be read from map information or road information. When the target driving force Ftag2 decreases at time t2, when the shift control is performed according to the shift map of FIG. 5, the automatic transmission 16 is upshifted and the engine rotational speed Ne decreases as shown by the broken line in FIG. However, in the present embodiment, as shown by the solid line, the engine speed Ne is maintained at a high speed by prohibiting the upshift. The uphill / downhill AI control unit 66 corresponds to a slope traveling control unit.

  The uphill / downhill AI control section 66 also includes a limiting section for limiting uphill / downhill AI control according to the travel mode, and performs signal processing according to steps S1 to S11 (hereinafter simply referred to as S1 to S11) in the flowchart of FIG. Execute. In S1 of FIG. 8, whether or not the automatic driving mode is selected is determined by whether or not one of the manned automatic driving switch 92 and the unmanned automatic driving switch 94 is turned on. If the automatic driving travel mode is selected, S2 is executed, and whether or not the unmanned automatic driving travel mode is selected is determined by whether or not the unmanned automatic driving switch 94 is turned on. If the unmanned automatic driving switch 94 is turned on, it is determined in S4 that the unmanned automatic driving mode is selected. If the unmanned automatic driving switch 94 is not turned on, the manned automatic driving is performed in S5. It is determined that the traveling mode is selected. Further, when the determination of S1 is NO (No), that is, when the automatic driving travel mode is not selected, S3 is executed and whether or not the cruise traveling mode is selected is selected by the auto cruise setting switch 84. Judgment is made based on whether or not an operation has been performed. If the auto-cruise setting switch 84 is selected and operated, it is determined in S6 that the cruise travel mode is selected. If the auto-cruise setting switch 84 is not selected and operated, the normal travel mode is selected in S7. That is, it is determined that the driving force travel mode and the shift control are performed according to the acceleration / deceleration operation of the driver, and the driving operation travel mode in which the steering angle Φ is changed according to the steering operation is selected. The unmanned automatic driving mode, the manned automatic driving mode, and the cruise mode are all in the target driving state (target vehicle speed, target inter-vehicle distance, target driving force, target steering angle, etc.) without requiring acceleration / deceleration operations. Is set in the second traveling mode in which the driving force control and the shift control are performed, and the driving operation traveling mode is a first traveling mode in which the driving force control and the shift control are performed according to the acceleration / deceleration operation of the driver.

  If it is determined in S4 that the unmanned automatic driving mode is selected, a limit 1 is set in S8. If it is determined in S5 that the manned automatic driving mode is selected, a limit 2 is set in S9. If it is determined in S6 that the cruise travel mode is selected, a limit 3 is set in S10, and if it is determined in S7 that the driving operation travel mode is selected, there is no limit in S11. To do. Limits 1 to 3 set in S8 to S10 are differences in the increase range of the engine rotation speed Ne when compared with when traveling on a flat road so that the increase range satisfies the relationship of limit 1 <limit 2 <limit 3. Is set to That is, if the increase in the engine speed Ne is increased by restricting upshifting or executing downshifting, acceleration performance and reacceleration performance on an uphill road can be improved, or a large engine braking force can be obtained on a downhill road. Since the fuel efficiency is impaired by the increase in the engine rotation speed Ne, the increase width is limited in accordance with the travel mode so as to achieve harmony with the fuel efficiency. Specifically, as the degree of demand for acceleration / deceleration on the uphill / downhill road (the driver's expectation) is smaller, the increase in the engine speed Ne is reduced to improve fuel efficiency, while the demand for acceleration / deceleration on the uphill / downhill road is improved. The greater the degree, the greater the increase in the engine rotational speed Ne so that an appropriate drivability can be obtained. The increase range of the engine rotational speed Ne can be changed according to the number of upshift limit stages and the number of downshift stages of the automatic transmission 16, and further finely controlled by continuously variable transmission control of the electric differential unit 14. It is possible to control Ne.

  In the unmanned automatic driving mode, there is no occupant, and it is not necessary to consider the degree of demand for acceleration / deceleration compared to manned driving. Therefore, the increase in the engine speed Ne can be reduced to improve fuel efficiency. The increase range of the engine rotation speed Ne may be 0, that is, the uphill / downhill AI control may be stopped. In the manned automatic driving mode in which a passenger is present, the degree of demand for acceleration / deceleration is larger than that in the unattended automatic driving mode, and therefore it is desirable to increase the engine speed Ne to ensure acceleration / deceleration performance. However, since the degree of demand for acceleration / deceleration is lower than that in the cruise travel mode or the driving operation travel mode, the limit 2 in which the increase amount of the engine rotation speed Ne is smaller than those in the travel modes is set. In the cruise travel mode, the vehicle travels at the target vehicle speed Vtag or travels following the preceding vehicle at the target inter-vehicle distance Dtag. Therefore, the degree of demand for acceleration / deceleration is higher than in the automatic drive travel mode, and is higher than the manned automatic drive travel mode. Limit 3 in which the increase range of engine rotation speed Ne is large is set. However, since the degree of demand for acceleration / deceleration is lower than in the driving operation traveling mode in which the driver performs acceleration / deceleration operations in real time, the increase range of the engine rotation speed Ne can be made smaller than that in the driving operation traveling mode. In the driving operation travel mode, since the driver makes an acceleration / deceleration request by himself / herself, an excellent drivability for acceleration / deceleration is necessary even on an uphill / downhill road, and it is desirable to perform uphill / downhill AI control without restriction.

  The degree of demand for acceleration / deceleration on the uphill / downhill road (driver's expectation) also corresponds to the degree of driver's contribution to driving operation. Generally, the smaller the degree of contribution to driving, the smaller the degree of demand for acceleration / deceleration. It is done. For example, the unmanned automatic driving mode in which the steering angle Φ is automatically controlled and the manned automatic driving mode are considered to be less demanding for drivability than the cruise mode in which the driver operates the steering angle Φ, From this point as well, it is desirable to improve the fuel efficiency by reducing the increase range of the engine rotation speed Ne in the unmanned automatic driving mode and the manned automatic driving mode in comparison with the cruise mode.

  Further, in each of the above travel modes, the range of increase in the engine rotation speed Ne when traveling on the uphill / downhill road is uniformly determined. For example, in the follow-up travel mode of the cruise travel mode, acceleration / deceleration is performed based on the inter-vehicle distance D and the vehicle speed V. When the possibility of acceleration / deceleration is high, the range of increase in the engine rotation speed Ne can be increased. That is, when the inter-vehicle distance D is short or the vehicle speed V is high, it can be predicted that there is a high possibility that sudden acceleration / deceleration is required, and the increase range of the engine rotation speed Ne is increased. Even in other travel modes, it is possible to change the increase range of the engine rotation speed Ne when traveling on an uphill / downhill road based on the inter-vehicle distance D, the vehicle speed V, and the like.

  Returning to FIG. 1, the hybrid control unit 52 functionally includes a simulated stepped control unit 68. The simulated stepped control unit 68 controls the electric differential unit 14 so as to establish a plurality of simulated gear stages having different speed ratios γ2 (= Ne / Nout) of the engine rotational speed Ne with respect to the output rotational speed Nout. Thus, the gear ratio γ2 is a value obtained by multiplying the gear ratio γ0 of the electric differential unit 14 and the gear ratio γ1 of the automatic transmission 16 (γ2 = γ0 × γ1). For example, as shown in FIG. 9, the plurality of simulated gears are established by controlling the engine rotational speed Ne by the first motor generator MG1 in accordance with the output rotational speed Nout so that the respective gear ratios γ2 can be maintained. Can do. FIG. 9 shows a case where a 10-speed shift having a simulated 1st gear to a simulated 10th gear as a plurality of simulated gears is possible. Feeling is obtained. In this case, in the engine 12, the engine torque and the engine rotational speed Ne are changed in the range of the simulated stepped control region indicated by the oblique lines in FIG.

  The simulated stepped control unit 68 also includes a limiting unit that limits the simulated stepped control according to the travel mode, and follows steps R1 to R11 (hereinafter simply referred to as R1 to R11) in the flowchart of FIG. Perform signal processing. In R1 to R7 in FIG. 11, the traveling mode is determined in the same manner as S1 to S7 in FIG. The determination results of S4 to S7 may be read. If it is determined in R4 that the unmanned automatic driving mode is selected, a limit 1 is set in R8. If it is determined in R5 that the manned automatic driving mode is selected, a limit 2 is set in R9. If it is determined that the cruise travel mode is selected in R6, the restriction 3 is set in R10, and if it is determined that the driving operation travel mode is selected in R7, there is no restriction in R11. To do. Limits 1 to 3 set in R8 to R10 are different in the control region (shaded portion in FIG. 10) in which the engine 12 is operated in the simulated stepping, and the range of the control region is limited 1 <limit 2 <It is set to satisfy the relationship of restriction 3. In other words, if the control region of the engine 12 is increased by the stepped simulation, the driving feeling (drivability, engine sound, etc.) similar to that of the stepped transmission can be obtained by changing the engine rotational speed Ne at the time of shifting. Since the fuel consumption is impaired by the deviation from the optimum fuel consumption line, the control region is limited according to the driving mode so as to achieve harmony with the fuel consumption. Specifically, the smaller the degree of demand for acceleration / deceleration (the driver's expectation) is, the smaller the control area of the engine 12 is to improve fuel efficiency, while the greater the degree of demand for acceleration / deceleration is, the greater the control area of the engine 12 is. Increase the so that an appropriate dribabili is obtained.

  In the unmanned automatic driving mode, there is no occupant, and it is not necessary to consider the degree of demand for acceleration / deceleration compared to manned driving. Therefore, the control region of the engine 12 can be reduced to improve fuel efficiency. The simulated stepped control may be stopped and the engine 12 may be operated on the optimum fuel consumption line. In the manned automatic driving mode in which the occupant is present, the degree of demand for acceleration / deceleration is larger than that in the unattended automatic driving mode, so it is desirable to increase the control area of the engine 12 to improve driving feeling. However, since the degree of demand for acceleration / deceleration is low compared to the cruise travel mode and the driving operation travel mode, the limit 2 in which the control region of the engine 12 is narrower than those travel modes is set. In the cruise travel mode, the vehicle travels at the target vehicle speed Vtag or travels following the preceding vehicle at the target inter-vehicle distance Dtag. Therefore, the degree of demand for acceleration / deceleration is higher than in the automatic drive travel mode, and is higher than the manned automatic drive travel mode. Limit 3 in which the control region of engine 12 is large is set. However, since the degree of demand for acceleration / deceleration is lower than in the driving operation traveling mode in which the driver performs acceleration / deceleration operations in real time, the control region of the engine 12 may be smaller than in the driving operation traveling mode. In the driving operation travel mode, since the driver makes an acceleration / deceleration request by himself / herself, it is desirable to obtain an excellent driving feeling, and it is desirable to implement the simulated stepped control without restriction.

  The degree of demand for acceleration / deceleration (expected degree of driver's expectation) also corresponds to the degree of contribution of driving operation by the driver. Generally, the degree of demand for acceleration / deceleration is considered to be smaller as the contribution degree of driving operation is smaller. For example, the unmanned automatic driving mode and the manned automatic driving mode in which the steering angle Φ is automatically controlled are considered to require less acceleration and deceleration than the cruise driving mode in which the driver operates the steering angle Φ. Also from this point, it is desirable to improve the fuel efficiency by narrowing the control region of the engine 12 in the unmanned automatic driving mode and the manned automatic driving mode as compared with the cruise mode.

  As described above, according to the electronic control unit 50 of the vehicle drive device 10 of the present embodiment, when the vehicle is traveling on a slope, the automatic transmission 16 is controlled so as to maintain the engine speed Ne higher than when traveling on a flat road. The slope AI control unit 66 is provided, and an excellent drivability can be obtained when traveling on a slope. On the other hand, in the second traveling mode (unmanned, manned automatic driving traveling mode, and cruise traveling mode), the first traveling mode (driving operation traveling mode) is provided. ), The increase in the engine speed Ne during the uphill / downhill AI control is limited, so that fuel efficiency is improved. In the second travel mode, since the driver does not perform acceleration / deceleration operations, the driver's request for drivability is limited, and the drivability is somewhat worsened by limiting the increase width of the engine rotation speed Ne. However, there is little possibility that the driver will feel uncomfortable. In particular, in the automatic driving mode in which the target driving state is set based on road information and acceleration / deceleration is automatically performed, priority is given to smooth ride comfort and fuel consumption over the driver's intention. Conceivable.

  Further, as the second travel mode, a follow-up travel mode (cruise travel mode) and an unmanned or manned automatic drive travel mode are provided, and in the automatic drive travel mode, the engine rotational speed Ne during the uphill / downhill AI control is higher than that in the follow-up travel mode. Therefore, the fuel consumption can be further improved by reducing the increase width of the engine rotation speed Ne in the automatic driving travel mode while ensuring the drivability in the follow travel mode. In other words, since the follow-up driving mode follows the preceding vehicle, it is considered that the driver's demand for acceleration / deceleration is higher than in the automatic driving driving mode, and the engine speed is higher than in the automatic driving driving mode. The increase range of the speed Ne is increased to ensure the drivability when traveling on a slope.

  In addition, an automatic steering traveling mode (unmanned and manned automatic driving traveling mode) and a manual steering traveling mode (cruise traveling mode) are provided as the second traveling mode, and the uphill is lower in the automatic steering traveling mode than in the manual steering traveling mode. Since the increase width of the engine rotation speed Ne during AI control is reduced, the increase in the engine rotation speed Ne is reduced during the automatic steering travel mode while ensuring the drivability during the manual steering travel mode, thereby reducing fuel consumption. This can be further improved. That is, in the manual steering travel mode, since the driver operates the steering angle Φ, the driver's contribution to the driving operation is large, and it is considered that the driver's demand for drivability is higher than the automatic steering travel mode. The increase in the engine rotation speed Ne is made larger than that in the steering travel mode to ensure the drivability when traveling on a slope.

  Further, in this embodiment, a simulated stepped control unit 68 that controls the electric differential unit 14 so as to establish a plurality of simulated gear stages having different transmission gear ratios γ2 of the engine rotational speed Ne to the output rotational speed Nout is provided. When the engine speed Ne is changed at the time of acceleration / deceleration accompanied with the shift of the simulated gear stage, the same driving feeling (drivability, engine sound, etc.) as that of the stepped transmission can be obtained, while the second traveling mode ( In the unmanned, manned automatic driving mode and cruise driving mode), the control range of the engine rotational speed Ne in the simulated stepped control is more limited than in the first driving mode (driving operation driving mode). improves. In the second traveling mode, since the driver does not perform acceleration / deceleration operations, the driver's request for driving feeling including drivability is limited, and the control area of the engine rotational speed Ne is limited. Even if the ring gets a little worse, there is little possibility of causing the driver to feel uncomfortable. In particular, in the automatic driving mode in which the target driving state is set based on road information and acceleration / deceleration is automatically performed, priority is given to smooth ride comfort and fuel consumption over driving feeling, in accordance with the occupant's intention. It is thought that there is.

  In addition, a follow-up running mode (cruise running mode) and an unmanned or manned automatic driving running mode are provided as the second running mode, and in the automatic driving running mode, the engine rotation speed during simulated stepped control is higher than that in the following running mode. Since the Ne control region is narrowed, the fuel consumption can be further improved by narrowing the control region of the engine rotational speed Ne in the automatic driving traveling mode while ensuring the driving feeling in the following traveling mode. . In other words, since the follow-up driving mode follows the preceding vehicle, it is considered that the driver's demand for acceleration / deceleration is higher than in the automatic driving driving mode, and the engine speed is higher than in the automatic driving driving mode. By increasing the control range of the speed Ne, an excellent driving feeling including drivability can be obtained.

  In addition, the second traveling mode includes an automatic steering traveling mode (unmanned and manned automatic driving traveling mode) and a manual steering traveling mode (cruise traveling mode). In the automatic steering traveling mode, simulation is present more than in the manual steering traveling mode. Since the control range of the engine rotational speed Ne during the staging control is narrowed, the control range of the engine rotational speed Ne is narrowed during the automatic steering travel mode while ensuring the driving feeling in the manual steering travel mode. , Fuel consumption can be further improved. That is, in the manual steering travel mode, since the driver operates the steering angle Φ, the driver's contribution to the driving operation is large, and it is considered that the driver's demand for drivability is higher than the automatic steering travel mode. By making the control range of the engine speed Ne larger than that in the steering travel mode, an excellent driving feeling including drivability can be obtained.

  Note that the uphill / downhill AI control unit 66 of the above embodiment limits the upshift of the automatic transmission 16 or forcibly downshifts in order to keep the engine speed Ne higher when traveling on a slope than when traveling on a flat road. However, it is also possible to increase the engine rotational speed Ne by controlling the rotational speed Nmg1 of the first motor generator MG1 in the electrical differential section 14 functioning as an electrical continuously variable transmission. For example, in the motor travel mode in which the second motor generator MG2 is used as a power source, the engine rotational speed Ne is maintained at substantially 0 in flat road traveling, while the engine rotational speed Ne is increased in preparation for acceleration on an uphill road. I can leave. Although the engine 12 may be started and rotated by itself, it may be simply cranked. In this case, in the second traveling mode such as the cruise traveling mode or the unmanned or manned automatic driving traveling mode, the increase range of the engine rotation speed Ne may be reduced or maintained in the rotation stopped state. The electric differential unit 14 corresponds to an automatic transmission.

  In the above-described embodiment, the vehicle drive device 10 having the electric differential unit 14 and the automatic transmission 16 capable of shifting in four forward speeds has been described. However, the vehicle drive device 200 shown in FIG. The present invention can be applied to various vehicle control devices. The vehicle drive device 200 of FIG. 12 relates to a hybrid vehicle having an engine 202 and a motor generator MG as power sources and having an automatic transmission 204 capable of shifting forward eight speeds. The engine 202 is connected to the motor shaft 206 of the motor generator MG via a connection / disconnection clutch K0, and outputs of the engine 202 and the motor generator MG are transmitted from the motor shaft 206 via the torque converter 208 to the automatic transmission 204. Is transmitted to the input shaft 222. The stator (guide vane wheel) 210 of the torque converter 208 is selectively stopped by the stator brake Bs.

  The automatic transmission 204 includes a first transmission unit 214 mainly composed of a double pinion type first planetary gear unit 212, a single pinion type second planetary gear unit 216, and a double pinion type third planetary gear unit. The second transmission unit 220 mainly composed of 218 is provided on a common shaft center, and the rotation of the input shaft 222 is shifted and output from the output shaft 224, via an unillustrated final reduction gear or the like. The left and right drive wheels are driven to rotate. The second planetary gear device 216 and the third planetary gear device 218 are configured such that both the carrier and the ring gear are formed of a common member, and the pinion gear of the second planetary gear device 216 is the same as that of the third planetary gear device 218. It is a Ravigneaux type planetary gear train that also serves as a two-pinion gear (outer pinion gear). The automatic transmission 204 is provided with four clutches C1 to C4 and two brakes B1 and B2 (hereinafter simply referred to as clutch C and brake B unless otherwise distinguished) as hydraulic friction engagement devices, As shown in the engagement operation table of FIG. 13, any two of these clutches C and brakes B are engaged, so that the forward gear speeds 1st to 8th of the forward 8 speed and the reverse gear of the reverse 2 speed. The stages Rev1 and Rev2 are established, and the clutch C and the brake B are all released, so that N (neutral) that interrupts power transmission is obtained.

  Also in such a vehicle drive device 200, the engine output control device 40, the hydraulic control circuit 42, the automatic brake system 44, the automatic steering system 46, the electronic control device 50, etc. are provided, so It is possible to travel in a traveling mode, a manned automatic driving traveling mode, and an unmanned automatic driving traveling mode, and ascending / descending slope AI control is performed for each traveling mode by the ascending / descending slope AI control unit 66. The effect is obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  12, 202: Engine 14: Electric differential unit (automatic transmission) 16, 204: Automatic transmission 50: Electronic control unit (vehicle control unit) 66: Uphill / downhill AI control unit (slope running control unit) Ne: Engine Rotational speed

Claims (2)

Regarding a vehicle having an engine and an automatic transmission used as a power source,
A first driving mode in which driving force control and shift control of the automatic transmission are performed according to a driver's acceleration / deceleration operation; and a target driving state is set without requiring an acceleration / deceleration operation; In the vehicle control device capable of the second travel mode for performing
A slope running control unit that controls the automatic transmission so as to maintain the engine speed higher than when running on a flat road when traveling downhill;
The slope control unit restricts an increase range of the engine rotation speed in the second travel mode when traveling on the downhill road more than in the first travel mode. The slope traveling control unit controls the automatic transmission so as to maintain the engine rotation speed higher when traveling on an uphill road than when traveling on a flat road.
2. The increase in the engine rotation speed is limited in the second traveling mode in the second traveling mode even when traveling on the uphill road in the slope traveling control unit. Vehicle control device.

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