JP2019137180A - vehicle - Google Patents

Abstract

To provide a vehicle in which, even when a specific travel function for changing a brake force acted to a vehicle is actuated in a normal mode, a shift step to be set first when a mode is switched from the normal mode to a sequential shift mode is properly set for preventing discomfort felt by a driver.SOLUTION: A vehicle is configured so that, when switching from a D position to an S position is performed in an accelerator off and brake off state, as a gear change step to be set first (initial step Si), a gear change step on which brake force is increased relative to brake force which is output just before based on brake force and speed V output just before, is set.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle capable of traveling while switching between a normal mode and a sequential shift mode.

  Conventionally, for this type of vehicle, a manual shift mode (sequential mode) in which an automatic shift mode is selected when the shift lever is in the D position and manual shift can be performed by switching a plurality of shift ranges when the shift lever is in the S position. ) Is selected (see, for example, Patent Document 1). In this vehicle, the shift lever is configured such that it cannot be moved to the S position unless it passes through the D position. When the shift operation to the S position is performed, it is determined whether the shift mode is switched or the manual shift mode is directly selected depending on whether or not the D position stays for a predetermined time or more, and an appropriate initial shift level is set for each. ing.

JP 2009-24756 A

  By the way, in a vehicle to which a specific traveling function such as cruise control (ACC) is added, a relatively large braking force may be output during operation of the specific traveling function even when the accelerator is off and the brake is off. When the shift operation is performed from the D position to the S position in this state, the braking force may be reduced depending on the first selected shift level (shift stage), which may cause the driver to feel uncomfortable.

  In the vehicle of the present invention, even if a specific traveling function that changes the braking force applied to the vehicle in the normal mode is operating, the shift stage that is initially set when the mode is switched from the normal mode to the sequential shift mode is appropriate. The main purpose is to prevent the driver from feeling uncomfortable.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
Braking force to be applied to the vehicle when the accelerator is off and the brake is off, provided with shift stage setting means for setting one shift stage changed based on the driver's shift operation from among a plurality of predetermined shift stages A normal mode for changing the vehicle speed based on the vehicle speed, and a sequential shift mode for changing the braking force applied to the vehicle when the accelerator is off and the brake is off based on the vehicle speed and the shift stage set by the shift stage setting means, A vehicle that can be switched to
In the normal mode, the braking force applied to the vehicle when the accelerator is off and the brake is off is changed between when the specific traveling function is activated and when the specific traveling function is not activated,
When the shift stage setting means is switched from the normal mode to the sequential shift mode when the accelerator is off and the brake is off, the shift stage to be set first is set to the braking force and vehicle speed output immediately before. Based on the previous braking force output based on the setting of the shift stage on the side where the braking force increases,
This is the gist.

  In the vehicle of the present invention, when the normal mode is switched to the sequential shift mode when the accelerator is off and the brake is off, the first shift stage is set based on the braking force and the vehicle speed output immediately before. The shift stage on the side where the braking force increases from the braking force output immediately before is set. As a result, even if a specific traveling function that changes the braking force applied to the vehicle in the normal mode is operating, the shift stage that is initially set when the normal mode is switched to the sequential shift mode is appropriately set. So that the driver does not feel uncomfortable.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the map for the request torque setting at the time of accelerator-off and brake-off. It is a flowchart which shows an example of the initial stage setting process at the time of S position shift performed by HVECU70 of an Example. It is explanatory drawing which shows the mode of a request | requirement torque change when S4 is selected as an initial stage when it switches from D position to S position. It is explanatory drawing which shows the mode of a request | requirement torque change when S3 is selected as an initial stage when it switches from D position to S position. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . The engine ECU 24 receives signals from various sensors necessary to control the operation of the engine 22, for example, a crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26 of the engine 22 from an input port. ing. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), a sequential position (S position), and the like. The S position is a position where the driving force when the accelerator is on and the braking force when the accelerator is off during traveling are changed to, for example, six steps (drive braking force according to the shift speeds S1 to S6). Thereby, in the S position, it is possible to give the driver a feeling of shifting by a virtual stepped transmission. In addition, a shift-up signal and a shift-down signal from the shift-up switch 81a and the shift-down switch 81b for instructing the shift-up and shift-down of the gear stage M when the shift position SP is a sequential position (S position) can also be mentioned. . Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. Further, an inter-vehicle distance from the inter-vehicle distance sensor 90 and a switch signal from the cruise control switch 92 can be cited. The cruise control switch 92 is configured to be able to set the cruise control (ACC) function on / off, the target vehicle speed Vcc *, and the target inter-vehicle distance D *. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  The hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel (HV travel) mode or an electric travel (EV travel) mode. Here, the HV traveling mode is a mode that travels with the operation of the engine 22, and the EV traveling mode is a mode that travels without the operation of the engine 22.

  When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). ) Set the required torque Tr *. Subsequently, the required traveling power Pdrv * required for traveling is calculated by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 36. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is set by adding the charge / discharge required power Pb * of the battery 50 (a positive value when the battery 50 is charged) to the calculated required travel power Pdrv *. Here, the charge / discharge required power Pb * is set so that the absolute value of the difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of the battery 50 and the target ratio SOC *. Next, the target operating point of the engine 22 (target rotational speed Ne *, target torque Te *), so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36, Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is an optimal operating line that optimizes fuel consumption by taking into account noise and vibration among the operating points (rotational speed, torque) of the engine 22. The operating point (rotation speed, torque) on the optimum operation line corresponding to the required power Pe * is determined and set in advance. The target operating point (target rotational speed Ne *, target torque Te *) of the engine 22 is transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target operation point. Motor ECU 40 performs switching control of each transistor of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  During traveling in the EV traveling mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and sets the required torque Tr *. The required travel power Pdrv * is calculated by multiplying the rotational speed Nr of the drive shaft 36. Subsequently, a value 0 is set for the torque command Tm1 * of the motor MG1, and a torque command Tm2 * of the motor MG2 is set so that the required torque Tr * (required travel power Pdrv *) is output to the drive shaft 36. Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Further, in the hybrid vehicle 20 of the embodiment, when the accelerator is off and the brake is off, the request is made based on the vehicle speed V from the vehicle speed sensor 88 and the shift position SP from the shift position sensor 82 (or the gear stage M when in the S position). Torque Tr * (required braking force) is set. Then, basically, control in the EV traveling mode is performed so that the set required torque Tr * is output to the drive shaft 36. Here, the required torque Tr * (required braking force) is set using a required torque setting map (required braking force setting map) illustrated in FIG. In the present embodiment, as shown in FIG. 2, the required torque setting map has the same braking force at the shift position S6 as at the D position at the S position, and the smaller the shift stage, the greater the braking force (requested). The relationship among the shift position SP (shift stage M), the vehicle speed V, and the required torque Tr * is determined so that the torque Tr * is small.

  Further, in the hybrid vehicle 20 of the embodiment, when the cruise control switch 92 is turned on, the required torque Tr * is set so that the vehicle speed V becomes the target vehicle speed Vcc * when there is no preceding vehicle. On the other hand, when there is a preceding vehicle, the required torque Tr * is set so that the inter-vehicle distance D with the preceding vehicle detected by the inter-vehicle distance sensor 90 becomes the target inter-vehicle distance D *. Then, control in the HV traveling mode or EV traveling mode is performed so that the set required torque Tr * is output to the drive shaft 36. Here, when the cruise control is operating, the required torque Tr * (required braking force) is set within a predetermined driving braking force range. The lower limit of the driving braking force range is determined so that a larger braking force is output as compared with the D position when the accelerator is off and the brake is off when the cruise control is not operating. For example, as shown by the broken line in FIG. 2, the lower limit of the driving braking force range is larger than the shift speed S4 at the accelerator-off and brake-off S positions when the cruise control is not operated and smaller than the shift speed S3. It is determined that a braking force is output.

  Next, the shift position SP is changed from the forward position (D position) to the sequential position (S position) when the cruise control is operating with the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly with the accelerator off and the brake off. The setting operation of the first gear position (initial stage) when switched to will be described. FIG. 3 is a flowchart illustrating an example of the initial stage setting process at the time of S position shift executed by the HVECU 70 of the embodiment. This routine is executed when the D position is switched to the S position. In this embodiment, the HVECU 70 that executes the initial stage setting process during the S position shift corresponds to the shift stage setting means of the present invention.

  When the S position shift initial stage setting process is executed, the HVECU 70 first inputs the vehicle speed V and the immediately preceding torque Trp (preceding braking force) from the vehicle speed sensor 88 (step S100). Here, the immediately preceding torque Trp (immediate braking force) indicates the torque (braking force) output to the drive shaft 36 immediately before switching from the D position to the S position. For example, the required torque Tr * set at that time Can be used. Subsequently, a temporary initial stage Sitmp, which is a temporary value of the initial stage Si, is set based on the input vehicle speed V (step S110). The provisional initial stage Sitmp can be set based on the vehicle speed V. For example, when the vehicle speed V is less than the first vehicle speed V1, the gear stage S3 is set. When the vehicle speed V is equal to or higher than the first vehicle speed V1 and less than the second vehicle speed V2 higher than the first vehicle speed V1, the gear stage S4 is set. When the vehicle speed V is equal to or higher than the second vehicle speed V2, the gear stage S5 can be set. Then, based on the vehicle speed V and the temporary initial stage Sitmp, the temporary required torque Trtmp, which is a temporary value of the required torque Tr * to be output to the drive shaft 36, is set using the above-described required torque setting map of FIG. (Step S120). Next, it is determined whether or not the set temporary required torque Trtmp is less than a threshold value Tref (= Trp−α) obtained by subtracting a positive predetermined value α from the immediately preceding torque Trp (step S130). The threshold value Tref is used to determine whether or not a necessary shift feeling can be obtained when the braking force corresponding to the temporary required torque Trtmp is output to the drive shaft 36 at the set temporary initial stage Stmp. To do. If it is determined that the temporary required torque Trtmp is less than the threshold value Tref (= Trp−α), the temporary initial stage Stmp is set to the initial stage Si (step S140), and the initial stage setting process at the time of D position shift is terminated.

  If it is determined in step S130 that the temporary required torque Trtmp is not less than the threshold value Tref (= Trp−α), it is determined that the required shift feeling cannot be obtained with the braking force corresponding to the temporary required torque Trtmp, and the current temporary initial stage is determined. Sitmp is shifted down by one stage to set a new temporary initial stage Sitmp (step S150). Then, a new temporary required torque Trtmp is set based on the new temporary initial stage Sitmp and the vehicle speed V (step S160), and the process returns to step S130 to determine whether or not the new temporary required torque Trtmp is less than the threshold value Tref. Determine. If it is determined that the temporary required torque Trtmp is less than the threshold value Tref, the temporary initial stage Sitmp at that time is set to the initial stage Si (step S140), and the initial stage setting process at the time of D position shift is completed.

  FIG. 4 and FIG. 5 show how the required torque changes when the D position is switched to the S position. As shown in FIG. 4, when the shift position S4 is set as the initial stage Si when switching from the D position to the S position during traveling with the accelerator off and the brake off, the required torque Tr * is set when the cruise control is not being performed. Decreases and the braking force increases. Thereby, it is possible to obtain a shift feeling due to deceleration when switching from the D position to the S position. On the other hand, as shown by the broken line in the figure, when the cruise control is being performed, a larger braking force may be output than when the cruise control is not being performed. In this case, similarly, the gear stage S4 is used as the initial stage Si. Is set, the required torque Tr * increases and the braking force decreases. At this time, deceleration loss occurs, which gives the driver a feeling of strangeness. On the other hand, in this embodiment, as shown in FIG. 5, the speed S3 is set as the initial stage Si so that the braking force is increased even when the D position is switched to the S position during cruise control. The Accordingly, it is possible to prevent the driver from feeling uncomfortable by giving a sufficient deceleration feeling when switching from the D position to the S position regardless of whether or not the cruise control is being performed.

  In the hybrid vehicle 20 according to the embodiment described above, when the accelerator is switched off and the brake is switched off, the output is output immediately before as the first shift stage (initial stage Si) when the D position is switched to the S position. Based on the braking force and the vehicle speed V, a gear position on the side where the braking force increases from the braking force output immediately before is set. As a result, even when the cruise control that changes the braking force applied to the vehicle at the D position is operating, the initial stage Si when the D position is switched to the S position is appropriately set to make the driver feel uncomfortable. You can avoid giving.

  In the hybrid vehicle 20 of the embodiment, the present invention has been described by applying it to a vehicle having a cruise control function as a traveling function. However, it is not limited to this. For example, the present invention may be applied to a vehicle having a variable speed limiter function that sets the required torque Tr * so that the vehicle speed V does not exceed the upper limit vehicle speed Vlim set by the driver's operation or the like. In addition, the driver learns a point where there is a high possibility of deceleration or stopping from the past driving history of the driver, and when the vehicle approaches the learned point, the braking force is set larger than usual along with the accelerator-off guidance. The present invention may be applied to a vehicle having a mode function. That is, as long as the vehicle has a specific traveling function in which the braking force applied to the vehicle is different when the accelerator is off and when the brake is off depending on whether the vehicle is operating or not, the vehicle may be applied to any vehicle. .

  In the hybrid vehicle 20 of the embodiment, a six-stage transmission is considered as a virtual stepped transmission. However, the number of stages of the virtual stepped transmission is not limited to six, and may be three, four, five, seven, eight, nine, ten, or the like.

  In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 6, the motor MG is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 130, and the clutch 129 is attached to the rotation shaft of the motor MG. It is good also as a structure which connects the engine 22 via. Moreover, as shown in the electric vehicle 220 of the modification of FIG. 7, it is good also as a structure of the electric vehicle which connects the motor MG for driving | running | working to the drive shaft 36 connected with the drive wheels 39a and 39b. In other words, any configuration may be used as long as it includes a traveling motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power Line, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 81a Shift up switch, 81b Shift down switch, 82 Shift switch Sensor 83 accelerator pedal 84 accelerator pedal position sensor 85 brake pedal 86 brake pedal position sensor 88 speed sensor 90 distance sensor 92 cruise control switch 129 clutch 130 transmission 220 electric vehicle MG MG1, MG2 motor.

Claims (1)

Braking force to be applied to the vehicle when the accelerator is off and the brake is off, provided with shift stage setting means for setting one shift stage changed based on the driver's shift operation from among a plurality of predetermined shift stages A normal mode for changing the vehicle speed based on the vehicle speed, and a sequential shift mode for changing the braking force applied to the vehicle when the accelerator is off and the brake is off based on the vehicle speed and the shift stage set by the shift stage setting means, A vehicle that can be switched to
In the normal mode, the braking force applied to the vehicle when the accelerator is off and the brake is off is changed between when the specific traveling function is activated and when the specific traveling function is not activated,
When the shift stage setting means is switched from the normal mode to the sequential shift mode when the accelerator is off and the brake is off, the shift stage to be set first is set to the braking force and vehicle speed output immediately before. Based on the previous braking force output based on the setting of the shift stage on the side where the braking force increases,
vehicle.

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