JP2020084853A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of reducing a warming-up period of an engine during an automatic operation.SOLUTION: In an automatic operation of a vehicle 10, an operation point of the engine is controlled to a preset fuel consumption optimum operation point N, and an operation point of an engine 14 is changed to a warming-up operation point D set away from the fuel consumption optimum operation point N to a high rotation side of the engine 14 at the time of requesting warming-up of the engine 14 during an automatic operation. Thereby, when the warming-up of the engine 14 by an automatic operation is requested, the engine 14 during the warming-up request is actuated at a warming-up operation point D set away from the fuel consumption optimum operation point N to the high rotation side of the engine 14. The warming-up of the engine 14 is promoted, so that a warming-up time is reduced and a period for discharging a particulate matter in exhaust gas from the engine 14 is also reduced.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device that controls an operating point of an engine mounted on a vehicle as a drive source, and particularly during automatic operation of the vehicle, prioritizing an operating point set for optimal fuel consumption control, The present invention relates to a control device that operates an engine at an operating point set for warm-up control of the engine.

Regarding a vehicle including an engine and an automatic transmission, depending on an operation of a driver and an autonomous operation of controlling an operating point of the engine by performing an output control of the engine and a shift control of the automatic transmission according to a driver's operation In the control device in which the output control of the engine and the shift control of the automatic transmission can be performed without any control to control the operating point of the engine, the operating point is a series of operating points with priority on fuel consumption during automatic operation. There is known a control device that controls the output of the engine and the shift control of the automatic transmission so that the engine operates along an optimum fuel consumption rate curve. For example, the vehicle control device described in Patent Document 1 is that.

JP, 2008-080814, A

By the way, even when the engine needs to be warmed up, such as when the engine is cold started, the engine operates along the optimum fuel consumption rate curve that is a series of operating points with priority on fuel consumption as described above. However, when the output control of the engine and the shift control of the automatic transmission are performed, there is a problem that the time until the completion of warming up becomes long and the period during which the particulate matter in the exhaust gas is released becomes long.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for a vehicle that can shorten the warm-up period of an engine during automatic operation.

The gist of the present invention relates to (a) a vehicle provided with an engine and a transmission, which includes an autonomous driving for performing output control of the engine and a shift control of the transmission according to a driver's operation, and a driver's operation. A control device for a vehicle capable of selecting an output control of the engine and an automatic operation of performing a shift control of the transmission without depending on the automatic control. (b) In the automatic operation, an operating point of the engine is preset. (C) When the engine is requested to warm up, the operating point of the engine is set apart from the optimal fuel efficiency operating point to the high rotation side of the engine. To change to a warm-up operating point.

According to the vehicle control device configured as described above, when the engine is in the automatic operation and the warm-up of the engine is requested, the operating point of the engine is separated from the optimal fuel consumption operating point to the high rotation side of the engine. The set warm-up point is changed. As a result, the engine that is requested to warm up is operated at a warming-up operating point that is away from the optimum fuel consumption operating point to the high-speed side of the engine, so that warming-up of the engine is promoted and its warm-up time is shortened. In addition, the period during which the particulate matter in the exhaust gas is discharged from the engine is shortened.

Here, preferably, during the automatic operation and when the engine is requested to warm up, the operating point of the engine is changed according to the distance to the destination of the automatic operation. As described above, when the operating point of the engine is changed depending on the distance to the destination of the automatic operation, when the vehicle arrives at the destination in a short time without completing the warm-up, the warm-up for warm-up is performed. Since the change to the machine operating point can be prevented from being executed, the vehicle can be moved at the operating point with low fuel consumption, and the emission of particulate matter in the exhaust gas from the engine is suppressed.

Further, preferably, in the case of the automatic operation and when the distance to the destination of the automatic operation is a short distance below a predetermined value at the time of warming up request of the engine, the engine from the fuel consumption optimum operating point If the distance to the destination is a long distance equal to or longer than a predetermined value without changing to the warm-up operating point set apart from the high-speed side of the engine, the fuel-efficient optimum operating point is changed to the high-speed side of the engine. Change to the warm-up operating point set apart. In this way, when the vehicle arrives at the destination in a short time without warming up, the operating point is not changed for warming up, and the vehicle moves at an operating point with low fuel consumption. Emission of particulate matter in the exhaust gas from the engine is suppressed.

Further, preferably, in the automatic operation and at the time of warm-up request of the engine, when the altitude difference to the destination of the automatic operation is a predetermined value or more, that is, the altitude of the target location is higher than the altitude of the current location. When it is higher than the predetermined value, the operating point of the engine is changed to the driving force priority operating point which is set apart from the optimum fuel consumption operating point to the high torque side of the engine. Even if warm-up is required, if the altitude difference is equal to or greater than a predetermined value, the engine is operated at a driving force-oriented operating point that is set apart from the optimum fuel consumption operating point to the high torque side of the engine. Is activated to enhance the purifying ability of the exhaust gas purifying apparatus by the catalyst, so that the emission of particulate matter in the exhaust gas from the engine is suppressed.

Further, preferably, in the automatic operation and when warming up of the engine is requested, the operating point of the automatic operation is changed according to an estimated arrival time at the destination of the automatic operation. .. As described above, when the operating point of the engine is changed depending on the estimated time of arrival at the destination of the automatic driving, in order to avoid arriving late, the fuel consumption optimum operating point is set higher than the engine operating point. Since the engine can be operated at the driving force-oriented operating point set apart from the torque side to reach the destination promptly, and the purifying ability of the exhaust gas purifying apparatus by the catalyst is enhanced, the engine can be improved. The emission of particulate matter in the exhaust gas from the vehicle is suppressed.

Further, preferably, in the automatic operation and at the time of warming-up request of the engine, if the estimated time of arrival at the destination of the automatic operation is longer than the actual value, the engine starts from the optimum fuel consumption point. Since the engine can be operated at the driving force-oriented operating point set apart from the high torque side of the vehicle to reach the destination promptly and the purification capacity of the exhaust gas purifying apparatus by the catalyst can be enhanced, Emission of particulate matter in the exhaust gas from the engine is suppressed.

Further, preferably, in the automatic driving and at the time of warm-up request of the engine, when the vehicle speed is a traffic jam traveling for a predetermined time or more and a predetermined value or less, the operating point of the engine is set to the fuel consumption optimum operating point. The engine is operated at the optimum fuel consumption operating point without changing to the warm-up operating point set apart from the high rotation side of the engine. As a result, the vehicle is in a substantially stopped state in the first place, the engine is at a low rotation speed and a low load, and the fuel consumption is small, so that the emission of the particulate matter in the exhaust gas from the engine is suppressed.

Further, preferably, in the autonomous driving, the driver's driving intention is evaluated based on an accelerator pedal operating state during the autonomous driving in which the engine is operated at the autonomous driving operating point, and the automatic The operating point during the operation and the warm-up request is changed based on the driver's intention to drive. In this way, the driving point during automatic driving and when warm-up is requested is changed based on the driver's intention to drive, so that the driver of the vehicle is prevented from feeling uncomfortable with automatic driving.

Further, preferably, the evaluation of the driver's intention to drive is performed based on the individual information of the driver. As a result, the driver's past driving intention and the like are taken into consideration, so that the accuracy of the driver's driving intention evaluation is improved.

Further, preferably, the driver's driving preference is evaluated based on a ratio of a high opening degree of the accelerator opening degree and/or an accelerator opening change rate based on a relationship stored in advance. As a result, the driver's driving intention is accurately evaluated.

Also, preferably, in the case of a driver who does not have the driving-oriented evaluation, the operating point at the time of warm-up request of the engine in the automatic driving is set to the optimum fuel consumption operating point. As a result, when the driver has no evaluation of driving intention, the driving point is the same as the driving point when the driving intention is the lowest, so that the safety of the vehicle is enhanced.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and a diagram illustrating a main part of a control function and a control system for various controls in the vehicle. It is an operation|movement figure explaining the relationship between the gear change operation of the mechanical step-variable transmission part illustrated in FIG. 1, and the combination of the operation of the engagement device used for it. FIG. 6 is a collinear diagram showing a relative relationship of rotation speeds of respective rotary elements in an electric continuously variable transmission section and a mechanical stepped transmission section. FIG. 3 is a diagram showing an example of a shift map used for shift control of a stepped transmission unit and a power source switching map used for switching control between hybrid traveling and motor traveling, and also a diagram showing respective relationships. FIG. 3 is a diagram showing a plurality of preset operating points on two-dimensional coordinates of an axis indicating the engine speed and an axis indicating the output torque of the engine. It is a figure which shows the relationship memorize|stored in advance used in order to evaluate a driver|operator's intention to drive. It is a figure which shows the relationship memorize|stored in advance used in order to evaluate a driver|operator's intention to drive. It is a figure explaining a case where it is advantageous to change a driving point from a warming-up driving point side to a fuel consumption optimal driving point side or a driving force emphasis driving point side during automatic driving and warm-up demand. 6 is a flowchart illustrating a main part of control operation of the electronic control device, that is, control operation for changing an operating point of an engine in automatic driving traveling of a vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission device 12 provided in a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for various controls in the vehicle 10. .. In FIG. 1, a vehicle 10 includes an engine 14 that functions as a drive source of the vehicle 10, a first rotating machine MG1, and a second rotating machine MG2. The power transmission device 12 includes an electric continuously variable transmission portion 18, a mechanical stepped transmission portion 20 and the like, which are arranged in series on a common axis in a transmission case 16 as a non-rotating member attached to a vehicle body. I have it. The electric continuously variable transmission unit 18 is directly or indirectly connected to the engine 14 via a damper or the like (not shown). The mechanical stepped transmission unit 20 is connected to the output side of the electric continuously variable transmission unit 18. Further, the power transmission device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped transmission 20, a pair of axles 26 connected to the differential gear device 24, and the like. ing. In the power transmission device 12, the power output from the engine 14 and the second rotary machine MG2 is transmitted to the mechanical stepped transmission unit 20 and is transmitted from the mechanical stepped transmission unit 20 via the differential gear unit 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10. Hereinafter, the transmission case 16 will be referred to as the case 16, the electric continuously variable transmission portion 18 as the continuously variable transmission portion 18, and the mechanical stepped transmission portion 20 as the stepped transmission portion 20. The continuously variable transmission portion 18, the stepped transmission portion 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crank shaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is an engine that functions as a power source capable of generating drive torque, and is a known engine such as a gasoline engine or a diesel engine. The engine 14 has an engine torque Te which is an output torque of the engine 14 when an electronic control unit 90 described later controls an engine control unit 50 such as a throttle actuator, a fuel injection unit, an ignition unit or the like provided in the vehicle 10. Controlled.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotating machine MG1 and the second rotating machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and an electronic control unit described later. By controlling the inverter 52 by 90, the output torques MG1 torque Tg and MG2 torque Tm of the first rotary machine MG1 and the second rotary machine MG2 are controlled.

The continuously variable transmission portion 18 serves as a power split mechanism that mechanically splits the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 that is an output rotating member of the continuously variable transmission portion 18. The differential mechanism 32 of FIG. The second rotary machine MG2 is coupled to the intermediate transmission member 30 so that power can be transmitted. The continuously variable transmission unit 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotary machine MG1. The vehicle 10 is a hybrid vehicle including an engine 14 and a second rotating machine MG2 as a power source for traveling. The power transmission device 12 transmits the power of the power source to the drive wheels 28.

The differential mechanism 32 is configured by a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 via the connecting shaft 34 so that power can be transmitted, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is linked to.

The stepped transmission unit 20 is a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the continuously variable transmission unit 18 and the drive wheels 28. Is a mechanical transmission mechanism that constitutes a part of a power transmission path between the two. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices including a first planetary gear device 36 and a second planetary gear device 38, and a plurality of clutches C1, clutch C2, brake B1, and brake B2 including a one-way clutch F1. A planetary gear type stepped automatic transmission including an engagement device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engagement device CB unless otherwise distinguished.

The engagement device CB uses each engagement hydraulic pressure PRcb as each engagement pressure of the regulated engagement device CB, which is output from the solenoid valves SL1 to SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or release, is switched.

In the stepped speed change unit 20, the respective rotary elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engagement device CB or the one-way clutch F1. And is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. The rotary elements of the first planetary gear device 36 are a sun gear S1, a carrier CA1, and a ring gear R1, and the rotary elements of the second planetary gear device 38 are a sun gear S2, a carrier CA2, and a ring gear R2.

In the stepped transmission unit 20, for example, as shown in the engagement operation table of FIG. 2, as a plurality of AT gear stages, AT first speed gear stage (“1st” in the figure)−AT fourth speed gear stage (“4th in the figure” )) four forward AT gears are formed. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear and a predetermined engagement device that is an engagement device engaged in each AT gear. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release.

In the stepped transmission unit 20, the AT gear stage is switched by an electronic control unit 90 described later according to the accelerator operation by the driver, the vehicle speed V, and the like. For example, in the shift control of the stepped shift unit 20, so-called clutch-to-clutch shift is executed.

FIG. 3 is a collinear chart showing a relative relationship between the rotational speeds of the respective rotary elements in the continuously variable transmission portion 18 and the stepped transmission portion 20. In FIG. 3, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 forming the continuously variable transmission unit 18 indicate the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, of the stepped transmission unit 20). It is an m-axis representing the input rotation speed). Further, the four vertical lines Y4, Y5, Y6, Y7 of the stepped transmission 20 are arranged in order from the left in order of the rotational speed of the sun gear S2 corresponding to the fourth rotating element RE4 and the mutual corresponding to the fifth rotating element RE5. Rotational speeds of the coupled ring gear R1 and carrier CA2 (that is, rotational speed of the output shaft 22), rotational speeds of the mutually coupled carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and corresponding seventh rotational element RE7. It is an axis that represents the rotation speed of the sun gear S1. The distance between the vertical lines Y1, Y2, Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. Further, the distance between the vertical lines Y4, Y5, Y6 and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. In the relationship between the vertical axes of the alignment chart, when the distance between the sun gear and the carrier corresponds to "1", the gear ratio ρ (= the number of teeth of the sun gear Zs/ The spacing corresponds to the number of teeth Zr of the ring gear.

Expressed using the collinear diagram of FIG. 3, in the differential mechanism 32 of the continuously variable transmission unit 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1, and the second rotating element RE1 is connected. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 that rotates integrally with the intermediate transmission member 30. Thus, the rotation of the engine 14 is transmitted to the stepped transmission 20 via the intermediate transmission member 30. In the continuously variable transmission unit 18, the straight lines L0 and L0R that cross the vertical line Y2 indicate the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0.

In the stepped transmission 20, the fourth rotation element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is It is selectively connected to the intermediate transmission member 30 via the clutch C2 and is selectively connected to the case 16 via the brake B2, and the seventh rotation element RE7 is selectively connected to the case 16 via the brake B1. ing. In the stepped speed change unit 20, the straight lines L1, L2, L3, L4, and LR that cross the vertical line Y5 by the engagement release control of the engagement device CB cause "1st", "2nd", "3rd" on the output shaft 22. , "4th", "Rev" are shown.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is different from the rotation speed of the ring gear R0 that is restricted by the rotation of the drive wheels 28 due to the formation of the AT gear in the stepped transmission unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the rotation speed, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid traveling, it is possible to operate the engine 14 efficiently at the rotational speed NE of the engine 14 and the output torque TE of the engine 14, that is, at the operating point. That is, the stepless speed change portion 20 in which the AT gear is formed and the stepless speed change portion 18 which is operated as a continuously variable transmission are a composite in which the stepless speed change portion 18 and the stepless speed change portion 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 as a controller including a control device of the vehicle 10 related to control of the engine 14, the continuously variable transmission portion 18, the stepped transmission portion 20, and the like. Therefore, FIG. 1 is a diagram showing an input/output system of the electronic control unit 90, and is a functional block diagram for explaining a main part of a control function of the electronic control unit 90. The electronic control unit 90 includes, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an input/output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 90 is configured separately for engine control, shift control, etc., as required.

The electronic control unit 90 includes various sensors provided in the vehicle 10 (for example, an engine rotation speed sensor 60, an output rotation speed sensor 62, an MG1 rotation speed sensor 64, an MG2 rotation speed sensor 66, an accelerator opening sensor 68, an engine water temperature). Sensor 69, throttle valve opening sensor 70, brake pedal sensor 71, steering sensor 72, G sensor 74, yaw rate sensor 76, battery sensor 78, oil temperature sensor 79, vehicle surrounding information sensor 80, GPS antenna 81, for external network communication Various signals and the like (for example, engine rotation speed Ne (rpm), output rotation speed No (rpm) corresponding to vehicle speed V, first rotating machine MG1 based on detection values by the antenna 82, navigation system 83, automatic operation selection switch 84, and the like) Rotation speed MG1 rotation speed Ng (rpm), AT input rotation speed Ni MG2 rotation speed Nm (rpm), and accelerator opening θacc as a driver's acceleration operation amount indicating the magnitude of the driver's acceleration operation. (%), the temperature THw of the cooling water of the engine 14, the throttle valve opening θth (%) which is the opening of the electronic throttle valve, and the state where the brake pedal for operating the wheel brake is operated by the driver. Brake-on Bon, which is a signal, brake operation amount Bra corresponding to the pedaling force of the brake pedal and representing the magnitude of the pedaling operation of the brake pedal by the driver, the steering angle θsw and the steering direction Dsw of the steering wheel provided in the vehicle 10, The longitudinal acceleration Gx (G) of the vehicle 10, the lateral acceleration Gy of the vehicle 10, the yaw rate Ryaw which is the rotational angular velocity of the vehicle 10 around the vertical axis, the battery temperature THbat (° C.) of the battery 54, the battery charge/discharge current Ibat (A), The battery voltage Vbat (V), the hydraulic oil temperature THoil (° C.) that is the temperature of the hydraulic oil supplied to the hydraulic actuator of the engagement device CB, that is, the temperature of the hydraulic oil that operates the engagement device CB, the vehicle peripheral information Iard, the GPS signal ( Orbit signal) Sgps, communication signal Scom, navigation information Inavi, and automatic driving selection signal Sauto indicating that automatic driving (automatic driving mode) is selected by the driver).

The acceleration operation amount of the driver, which represents the magnitude of the acceleration operation of the driver, is an accelerator operation amount that is an operation amount of an accelerator operation member such as an accelerator pedal, and is an output request amount of the driver with respect to the vehicle 10. In addition to the accelerator opening degree θacc, the throttle valve opening degree θth or the like can be used as the output request amount of the driver.

The vehicle periphery information sensor 80 is composed of, for example, at least one of a rider, a radar, an in-vehicle camera, and the like, and directly acquires information regarding a road on which the vehicle is traveling and information regarding an object existing around the vehicle. The rider is, for example, a plurality of riders each detecting an object in front of the vehicle 10, an object on the side, an object behind, or a single rider detecting an object all around the vehicle 10. The object information about the vehicle is output as the vehicle surrounding information Iard. The radar is, for example, a plurality of radars that detect an object in front of the vehicle 10, an object in the vicinity of the front, an object in the vicinity of the rear, and the like, and outputs object information about the detected object as vehicle peripheral information Iard. The object information obtained by the rider or radar includes the distance and direction of the detected object from the vehicle 10. The vehicle-mounted camera is, for example, a monocular camera or a stereo camera which is provided on the back side of the windshield of the vehicle 10 and which images the front of the vehicle 10, and outputs the image pickup information as the vehicle peripheral information Iard. This imaging information includes information about the lanes of the traveling road, the signs on the traveling road, and other vehicles, pedestrians, obstacles, etc. on the traveling road.

The GPS signal Sgps includes own vehicle position information indicating the position of the vehicle 10 on the ground surface or a map based on a radio signal transmitted by a GPS (Global Positioning System) satellite.

The communication signal Scom is, for example, road traffic information transmitted/received to/from a center, which is an external device such as a server or a road traffic information communication system, and/or another vehicle in the vicinity of the vehicle 10 without going through the center. It includes inter-vehicle communication information directly transmitted/received to/from. The road traffic information includes, for example, information about road congestion, accidents, construction, required time, parking lots, and the like. The inter-vehicle communication information includes, for example, vehicle information, traveling information, traffic environment information, and the like. The vehicle information includes, for example, information indicating vehicle types such as passenger cars, trucks, and two-wheeled vehicles. The traveling information includes, for example, vehicle speed V, position information, brake pedal operation information, turn signal lamp blinking information, hazard lamp blinking information, and the like.

The navigation information Inavi includes, for example, road information stored in advance, road map information such as facility information, and the like. The road information includes information such as types of roads such as city roads, suburban roads, mountain roads, expressways, that is, expressways, branching and merging of roads, slopes of roads, and vehicle speed limits. The facility information includes information such as supermarkets, shops, restaurants, parking lots, parks, bases for repairing vehicles 10, homes, types of bases such as service areas on expressways, locations, names, and the like.

From the electronic control device 90, each device provided in the vehicle 10 (for example, the engine control device 50, the inverter 52, the hydraulic control circuit 56, the external network communication antenna 82, the wheel brake device 86, the steering device 88, the information communication device 89). Various command signals (for example, an engine control command signal Se for controlling the engine 14, a rotary machine control command signal Smg for controlling each of the first rotary machine MG1 and the second rotary machine MG2, and an engagement device CB). Hydraulic control command signal Sat for controlling the operating state, communication signal Scom, brake control command signal Sbra for controlling the braking torque by the wheel brake, steering control command signal for controlling the steering of the wheels (particularly the front wheels) Sste, etc.) are output respectively.

The wheel brake device 86 is a brake device that applies braking torque by the wheel brakes to the four wheels. The wheel brake device 86 supplies brake hydraulic pressure to a wheel cylinder provided in the wheel brake in response to, for example, a depression operation of a brake pedal by a driver. In the wheel brake device 86, normally, the master cylinder hydraulic pressure generated from the brake master cylinder and having a magnitude corresponding to the depression force of the brake pedal is directly supplied to the wheel cylinder as the brake hydraulic pressure. On the other hand, in the wheel brake device 86, for example, during ABS control, vehicle speed control, automatic driving control, etc., brake hydraulic pressure necessary for each control is supplied to the wheel cylinder in order to generate braking torque by the wheel brake. It

The steering device 88 applies an assist torque according to the vehicle speed V, the steering angle θsw, the steering direction Dsw, the yaw rate Ryaw, and the like to the steering system of the vehicle 10. The steering device 88 applies a torque for controlling the steering of the front wheels to the steering system of the vehicle 10 during automatic driving control, for example.

The electronic control unit 90 calculates the state of charge SOC [%] as a value indicating the state of charge of the battery 54 based on, for example, the battery charge/discharge current Ibat and the battery voltage Vbat. Further, the electronic control unit 90 calculates chargeable/dischargeable power Win, Wout that defines the usable range of the battery power Pbat that is the power of the battery 54, for example, based on the battery temperature THbat and the state of charge SOC of the battery 54. To do. The chargeable/dischargeable electric powers Win and Wout are chargeable electric power Win as the inputtable electric power that defines the limit of the input power of the battery 54 and dischargeable electric power Wout as the outputable electric power that defines the limit of the output power of the battery 54. is there. The chargeable/dischargeable power Win, Wout is decreased as the battery temperature THbat is lower in a low temperature range where the battery temperature THbat is lower than the normal range, and is smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. To be done. Further, the chargeable electric power Win is made smaller as the state of charge SOC is higher, for example, in a region where the state of charge SOC is high. Further, the dischargeable electric power Wout is made smaller as the state of charge SOC is lower, for example, in a region where the state of charge SOC is low.

The electronic control unit 90 includes an operation control unit or operation control unit 92, an AT shift control unit or AT shift control unit 94, and a hybrid control unit or hybrid control unit 96 in order to realize various controls in the vehicle 10. ..

As the driving control of the vehicle 10, the driving control unit 92 performs autonomous (manual) driving that runs based on the driving operation of the driver, and the driving route and the target vehicle speed based on at least one of the map information and the road information. Is automatically set, and automatic driving for traveling by automatically performing acceleration/deceleration and steering based on the traveling route and the target vehicle speed can be selectively executed. The autonomous driving is driving control for traveling by manual driving by a driver's driving operation. The autonomous driving is driving control in which the vehicle 10 is normally driven by a driver's driving operation such as accelerator operation, braking operation, and steering operation. The automatic driving automatically controls at least acceleration/deceleration, braking, steering, etc. by the control of the electronic control unit 90 based on signals and information from various sensors regardless of the driving operation (intention) of the driver. It is the operation control for running the vehicle 10 by performing the above.

The operation control unit 92 executes autonomous operation control when the automatic operation (automatic operation mode) is not selected by the automatic operation selection switch 84. The operation control unit 92 outputs autonomously commands to the AT transmission control unit 94 and the hybrid control unit 96 to control the stepped transmission unit 20, the engine 14, and the rotating machines MG1 and MG2 based on the accelerator opening and the vehicle speed. Execute operation control.

The operation control unit 92 executes the automatic operation control when the driver operates the automatic operation selection switch 84 to select the automatic operation. Specifically, the driving control unit 92 sets various settings such as the destination, the fuel consumption priority, and the set vehicle speed input by the driver, the own vehicle position information based on the GPS signal Sgps, the navigation information Inavi and/or the communication. Based on the signal Scom, road conditions such as curves, slopes, altitude, legal speed, and other map information, infrastructure information, target route and target course, weather, etc., and vehicle lanes and roads based on vehicle surrounding information Iard. The traveling route and the target vehicle speed VT are automatically set on the basis of the sign in and the road information such as pedestrians on the traveling road. The operation control unit 92 controls the acceleration/deceleration so that the actual vehicle speed V becomes the target vehicle speed VT. However, when there is a preceding vehicle, the target inter-vehicle distance is set so that the actual inter-vehicle distance to the preceding vehicle becomes the target inter-vehicle distance. Change the vehicle speed VT. The operation control unit 92 calculates the required driving force or the required braking force of the power transmission device 12 based on the difference between the actual vehicle speed V and the target vehicle speed VT and the running resistance. The traveling resistance is, for example, a value preset in the vehicle 10 by the driver, a value based on map information or vehicle specifications acquired by communication with the outside of the vehicle, or a gradient, an actual driving amount, or an actual longitudinal acceleration during traveling. An estimated value calculated based on Gx or the like is used. The operation control unit 92 outputs commands for controlling the stepped transmission unit 20, the engine 14, and the rotating machines MG1 and MG2, respectively, so that the required driving force or the required braking force is obtained. The operation control unit 92 calculates the required braking force by the wheel brake within the available range, and outputs the brake control command signal Sbra for controlling the braking torque to the wheel brake device 86 so that the required braking force is obtained. To do. When performing automatic steering, the driving control unit 92 becomes the traveling direction of the vehicle 10 determined based on the image pickup information (vehicle peripheral information Iard) from the vehicle-mounted camera provided on the back side of the windshield of the vehicle 10, for example. Thus, the steering control command signal Sste for controlling the steering of the front wheels is output to the steering device 88.

The control by the AT shift control unit 94 and the hybrid control unit 96 will be specifically described below by exemplifying the case of the manual operation control.

The AT shift control unit 94 determines the shift of the stepped shift unit 20 by using an AT gear shift map, such as that shown in FIG. The shift control of the stepped transmission 20 is executed as necessary. In the shift control of the stepped transmission section 20, the AT shift control section 94 uses the solenoid valves SL1 to SL4 to disengage the engagement device CB so as to automatically switch the AT gear stage of the stepped transmission section 20. An oil pressure control command signal Sat for switching the oil pressure is output to the oil pressure control circuit 56. The AT gear stage shift map is a predetermined relationship having a shift line for determining the shift of the stepped shifting unit 20 on a two-dimensional coordinate having, for example, the vehicle speed V and the required driving force Frdem as variables.

The hybrid control unit 96 controls the operation of the engine 14, that is, the engine control unit 98, and the rotating machine control unit that controls the operation of the first rotating machine MG1 and the second rotating machine MG2 via the inverter 52, that is, the rotation. The machine control unit 100 and the driving intention evaluation unit 102 that evaluates the driving intention of the driver during autonomous (manual) driving traveling are included, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 are controlled by these. Hybrid drive control and the like are executed.

The hybrid control unit 96 calculates the required driving force Frdem[N] on the drive wheels 28 as the required driving amount by applying the accelerator opening θacc and the vehicle speed V to the required driving amount map, which is a predetermined relationship. .. As the required drive amount, in addition to the required drive force Frdem, the required drive torque Trdem [Nm] for the drive wheels 28, the required drive power Prdem [W] for the drive wheels 28, the required AT output torque for the output shaft 22, and the like are used. You can also The hybrid control unit 96 outputs an engine control command signal Se, which is a command signal for controlling the engine 14 so as to realize the required drive power Prdem, in consideration of the chargeable/dischargeable power Win, Wout, etc. of the battery 54. 98, and outputs to the rotating machine control unit 100 a rotating machine control command signal Smg which is a command signal for controlling the first rotating machine MG1 and the second rotating machine MG2. The engine control command signal Se is, for example, a command value of the engine power Pe that is the output of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotating machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotating machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te, or This is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

The hybrid control unit 96 selectively establishes the motor drive mode or the hybrid drive mode as the drive mode according to the drive state. For example, when the required drive power Prdem is in a motor traveling area smaller than the predetermined threshold value, the hybrid control unit 96 establishes the motor traveling mode while the required drive power Prdem is equal to or larger than the predetermined threshold value. If the vehicle is in the hybrid travel area, the hybrid travel mode is established. A dashed-dotted line A in FIG. 4 is a boundary line for switching between at least the engine 14 or only the second rotating machine MG2 as the power source for running the vehicle 10. The predetermined relationship having the boundary line shown by the one-dot chain line A in FIG. 4 is an example of a power source switching map configured by two-dimensional coordinates having the vehicle speed V and the required driving force Frdem as variables.

For example, when operating the continuously variable transmission 18 as a continuously variable transmission and causing the compound transmission 40 as a whole to operate as a continuously variable transmission, the hybrid control unit 96 considers the optimum fuel consumption of the engine and the like, and requests the drive power Prdem. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te that obtain the engine power Pe that achieves The gear shift control is executed to change the gear ratio γ0 of the continuously variable transmission portion 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

The engine control unit 98 causes the engine control device 50 to control the fuel injection amount and the ignition timing of the engine 14 so that the power of the engine 14 is output according to the engine control command signal Se, and the engine 14 is shown in FIG. The operation is performed at any one of the preset autonomous driving point J, optimum fuel economy operating point N, warm-up operating point D, and driving force-oriented operating point K. The autonomous driving point J is a driving point at which the engine 14 is operated at a relatively high engine speed NE so that acceleration response and deceleration response can be obtained during autonomous driving. In FIG. A series of points J is displayed in a curved line. The fuel efficiency optimum driving point N is a driving point at which the optimum fuel efficiency is obtained, and in FIG. 5, the series of the fuel efficiency optimum driving points N is displayed in a curved line. The warm-up operating point D and the driving force-oriented operating point K are also operating points suitable for promoting warm-up and operating points at which a further driving force can be obtained. In FIG. 5, the series of warm-up operating points D and the driving force-oriented operating point are shown. The series of K is displayed in a curved shape. As shown in FIG. 5, the warm-up operating point D is set apart from the optimum fuel economy operating point N on the high rotation side for the same engine torque TE and set on the low torque side for the same engine speed NE. ing. The driving force-oriented operating point K is set apart from the optimum fuel economy operating point N on the low rotation side for the same engine torque TE and set on the high torque side for the same engine speed NE. The operating point J for autonomous driving is set apart from the optimum fuel consumption operating point N on the high rotation side with respect to the same engine torque TE in order to increase the rotation speed of the engine 14 and improve drivability.

When the autonomous (manual) operation is selected, the engine control unit 98 operates at the operating point corresponding to the power indicated by the engine control command signal Se among the autonomous operating points J shown in FIG. In addition, the output torque TE(Nm) of the engine 14 is controlled by changing the fuel injection amount and the ignition timing of the engine 14, and the gear ratios of the electric continuously variable transmission portion 18 and the mechanical stepped transmission portion 20 are changed. The engine speed NE (rpm) is controlled.

When the automatic driving is selected, the engine control unit 98 basically determines the position corresponding to the power indicated by the engine control command signal Se in the preset optimal fuel consumption operating point N shown in FIG. The fuel injection amount and the ignition timing of the engine 14 are changed to control the output torque TE (Nm) of the engine 14 so that the electric continuously variable transmission portion 18 and the mechanical stepped transmission portion 20 are operated. The engine speed NE (rpm) is controlled by changing the gear ratio of the.

Even when the automatic operation is selected, the engine control unit 98 determines whether the engine water temperature THw is lower than a preset warm-up request determination temperature, which is required warm-up request or driving force-oriented running. Among the preset warm-up operating points D or the driving force-oriented operating points K shown in FIG. 5, the engine is operated so as to operate at a position corresponding to the power indicated by the engine control command signal Se. The output torque TE(Nm) of the engine 14 is controlled by changing the fuel injection amount and the ignition timing of the engine 14, and the gear ratio of the electric continuously variable transmission portion 18 and the mechanical stepped transmission portion 20 is changed to change the engine speed. Control NE (rpm).

The driving-oriented evaluation unit 102 uses the pre-stored relationships shown in FIG. 6 and/or FIG. 7, for example, to determine the actual running resistance (road load) of the vehicle 10 during autonomous driving and the actual accelerator opening θacc (%). And/or the driving intention is estimated based on the actual accelerator opening change rate dθacc/dt and the actual accelerator opening θacc (%). In the relationship shown in FIG. 6, the smaller the running resistance of the vehicle 10 and the larger the accelerator opening θacc, the higher (larger) the driving intention (acceleration intention) is. In the relationship shown in FIG. 7, it is evaluated that the driving intention (acceleration intention) is higher (larger) as the ratio of the accelerator opening θacc is high and the accelerator opening change rate dθacc/dt is larger. Is becoming The accelerator opening θacc (%) and the accelerator opening change rate dθacc/dt correspond to the accelerator pedal depression amount and the accelerator pedal depression speed that reflect the driver's intention or intention to drive the vehicle 10. However, an average value within a predetermined period is preferably used. That is, the driving intention evaluation unit 102 evaluates the driving intention of the driver based on the depression state of the accelerator pedal during autonomous driving. It should be noted that the evaluation of the driver's intention to drive is performed based on the fact that the driver's individual information, for example, the driver's past intention to drive is taken into consideration by weighting or the like. As a result, the driver's driving-oriented evaluation accuracy is improved. Further, when evaluating the driving intention using FIG. 6 and FIG. 7, the driving intention evaluation unit 102, for example, indicates a numerical value indicating the intention determined using FIG. 6 and the intention determined using FIG. The driving intention is determined by the evaluation value obtained by adding the numerical value and.

The engine control unit 98 does not uniformly select the warm-up operating point D as the operating point of the engine 14 during the warm-up of the engine 14 in which the automatic operation mode is selected, but rather from the warm-up operating point D to the fuel consumption. When it is advantageous to change the operating point to the optimum operating point N side or the driving force-oriented operating point K side, for example, in suppressing exhaust gas, for example, as shown in the example of changing the operating point in FIG. When it is advantageous to change the operating point from the warming-up operating point D to the optimum fuel efficiency operating point N side when a machine request is being made, for example, the distance to the destination by the automatic driving or the destination by the automatic driving The operating point of the engine 14 is changed according to the estimated arrival time, the altitude difference to the destination due to the automatic driving, the traffic state of the road traveling by the automatic driving, and the like.

When the engine control unit 98 is requesting warm-up of the engine 14 for which the automatic operation mode is selected and the distance to the destination of the automatic operation is a short distance below a predetermined value, the engine control unit 98 operates the operating point of the engine 14. Is not changed to the warming-up operating point D set apart from the optimum fuel economy operating point N to the high rotation side of the engine 14, and is set as the optimal fuel economy operating point N, and the distance to the destination is a long distance equal to or more than a predetermined value. If it is, the operating point of the engine 14 is changed to the warm-up operating point D. When the distance to the destination of the automatic driving is a short distance below a predetermined value, the fuel consumption optimum operating point N having a torque higher than that of the warming-up operating point D is used, so the warm-up of the engine 14 is not completed. This is because if the fuel consumption optimum operating point N with less fuel consumption is set for the short running as it is, the emission of the particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, the engine control unit 98 operates the engine 14 when the altitude difference from the current position to the destination of the automatic operation is equal to or more than a predetermined value during the warm-up request of the engine 14 in which the automatic operation mode is selected. The point is not changed to the warm-up operation point D, but is changed to the driving force priority operation point K which is set apart from the optimum fuel economy operation point N to the high torque side of the engine 14. When the altitude difference from the current position to the destination of the automatic driving is equal to or more than the predetermined value, the operating point of the engine 14 is set as the warm-up operating point D. When the altitude difference to the destination is equal to or greater than the predetermined value, the driving force-oriented operating point K on the higher torque side than the warm-up operating point D is used so that the destination can be quickly reached. This is because the purification performance of the exhaust gas purifying apparatus due to the activity of the catalyst is enhanced, and thus the emission of the particulate matter in the exhaust gas from the engine 14 is suitably suppressed.

Further, the engine control unit 98 determines that the operating point of the engine 14 in the automatic operation is the estimated arrival time at the destination of the automatic operation from the actual value during the warm-up request of the engine 14 in the automatic operation mode. If it is too long (the estimated arrival time is late), the driving point of the engine 14 is not changed to the warm-up driving point D, and the driving is set apart from the optimum fuel consumption operating point N to the high torque side of the engine 14. Change to the force-focused operating point K. When the estimated time of arrival at the destination of the automatic operation is shorter than the actual value (the estimated time of arrival is earlier), the operating point of the engine 14 is set to the warm-up operating point D. When the estimated time of arrival at the destination of the automatic driving is longer than the actual value (the estimated time of arrival is late), the driving force-oriented operating point K on the higher torque side than the warm-up operating point D is used, Since it is possible to reach the destination promptly and the purification performance by the catalyst of the exhaust gas purification device is enhanced, the emission of the particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, the engine control unit 98 sets the operating point of the engine 14 to the optimum fuel consumption when the warm-up request of the engine 14 for which the automatic operation mode is selected and the average vehicle speed is not traveling for a certain period of time and the average vehicle speed is the predetermined value or less. The warm-up operating point D is set apart from the operating point S to the high rotation side of the engine 14. However, when the average vehicle speed is equal to or less than a predetermined value such as about 20 km/h for a certain period of time and the traffic is congested, the operating point of the engine 14 is not changed to the warm-up operating point D and is set to the optimum fuel economy operating point N. .. In the first place, in the traffic jam running in which the vehicle is almost stopped, the fuel consumption is lower than that in the case where the engine 14 is operated at the warm-up operating point D by setting the operating point of the engine 14 to the optimum fuel efficiency operating point N. This is because the emission of particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, in order to prevent the driver of the vehicle 10 from feeling uncomfortable with respect to the automatic driving, the engine control unit 98 operates the engine 14 during the warm-up request of the engine 14 in the automatic driving mode. When changing the point from the warm-up operating point D to the fuel-efficient optimal operating point N, change to the operating point between the warm-up operating point D and the fuel-efficient optimal operating point N based on the driver's driving-oriented evaluation value. To be done. For example, as shown in FIG. 5, when the driver's driving preference in autonomous driving is the lowest, the PB point on the curve indicating the autonomous driving point J is used, and the driver's driving preference is in automatic driving. In the case of the lowest value, the PA point on the curve showing the optimum fuel consumption operating point N is used. When the driver's driving intention is at a medium level, a driving point between the PB point and the PA point is used. In addition, when the driver's driving intention is not evaluated, the engine control unit 98 sets the operating point of the engine 14 to the same fuel efficiency optimum operating point N as when the driving intention is the lowest.

FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 90, that is, the control operation for changing the operating point of the engine 10 in the automatic driving traveling of the vehicle 10, which is repeatedly executed, for example.

In FIG. 9, in step S11 (hereinafter, step is omitted) corresponding to the driving control unit 92, it is determined whether the automatic driving traveling of the vehicle 10 is selected. If the determination in S11 is negative, the autonomous (manual) operation state is in effect, so the autonomous operation point J is selected in S12 corresponding to the engine control unit 98. As a result, the engine 14 can be operated at a relatively high engine speed NE so as to obtain acceleration response and deceleration response. Next, in S13 corresponding to the driving intention evaluation unit 102, the driving intention of the driver is evaluated and stored based on the accelerator opening degree and the accelerator opening change rate based on the relationships shown in FIGS. 6 and 7 stored in advance. It

If the determination in S11 is affirmative, it means that the engine is in the automatic driving state. Therefore, in S14 corresponding to the engine control unit 98, whether or not the warming-up request for the engine 14, that is, whether or not the warming-up of the engine 14 has not been completed, The determination is made based on that the engine water temperature THw is below a preset warm-up request determination temperature.

If the determination in S14 is negative, it means that the engine 14 is not required to be warmed up, so the optimum fuel economy operating point N is selected in S15 corresponding to the engine control unit 98. As a result, the engine 14 is operated at the fuel efficiency optimum driving point N at which the optimum fuel efficiency is obtained during the automatic driving. If the determination in S14 is affirmative, it means that the engine 14 needs to be warmed up during the automatic operation, and therefore S16 to S18 corresponding to the engine control unit 98 are executed.

In S16, it is determined whether or not it is necessary to change the operating point from the warming-up operating point D in a state where warm-up is requested during automatic operation. When it is necessary to change the operating point, it is advantageous to change the operating point from the warm-up operating point D to the fuel-efficient optimum operating point N side or the driving force-oriented operating point K side, that is, the warm-up is uniformly performed. This is a disadvantageous case when the driving point D is selected. For example, as shown in FIG. 8, when the distance to the destination by the automatic driving is short, when the expected arrival time at the destination by the automatic driving is long, The case where the altitude difference to the ground is large and the vehicle speed is low due to traffic congestion on the road traveling by automatic driving.

If the determination in S16 is negative, there is no need to change the operating point from the warm-up operating point D, so the warm-up operating point D is selected in S17. However, if the determination in S16 is affirmative, in S18, the warm-up operation point D is changed to the fuel economy optimum operation point N side or the driving force emphasis operation point K side operation point.

For example, when the distance to the destination is short due to automatic driving, or when the vehicle speed is low due to traffic congestion on the road traveling by automatic driving, the warm-up operating point D is changed to the optimum fuel efficiency operating point N side. The fuel efficiency optimum driving point N side means that a driving point closer to the fuel efficiency optimum driving point N is selected as the driver's driving preference is lower. In addition, when the estimated time of arrival at the destination due to the automatic driving is long, or when the altitude difference to the destination due to the automatic driving is large, the operating point is changed from the warm-up operating point D to the driving force-oriented operating point K side. The driving force-oriented driving point K side means that a driving point closer to the driving force-oriented driving point K is selected as the driver's driving preference is higher.

As described above, according to the electronic control unit 90 of the present embodiment, in the automatic driving of the vehicle 10, the driving point of the engine 14 is controlled to the preset fuel efficiency optimum driving point, and the automatic driving of the engine 14 is performed. When warming up is requested, the operating point of the engine 14 is changed to the warming up operating point D that is set apart from the optimum fuel economy operating point N toward the high rotation side of the engine 14. As a result, when the engine 14 is requested to be warmed up by the automatic operation, the engine 14 that is requested to warm up is warmed up at the warming up operation point D set apart from the optimum fuel economy operation point N to the high rotation side of the engine 14. Is operated, the warm-up of the engine 14 is promoted, the warm-up time is shortened, and the period during which the particulate matter in the exhaust gas is discharged from the engine 14 is shortened.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic operation and the engine 14 is requested to be warmed up, the operating point of the engine 14 is changed according to the distance to the destination of the automatic operation. .. As described above, when the operating point of the engine 14 is changed depending on the distance to the destination of the automatic operation, when the engine reaches the destination in a short time without completing the warm-up, the warm-up for warm-up is performed. Since the change to the operating point D is not executed, the vehicle 10 can be moved at the operating point with less fuel consumption, and the emission of particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic operation and the engine 14 is requested to warm up, the distance to the destination of the automatic operation is a short distance that is less than a predetermined value. In this case, the optimum fuel economy is set when the distance to the destination is a long distance not less than the predetermined value without changing from the optimal fuel economy operating point N to the warm-up operating point D set apart from the high rotation side of the engine 14. The operating point N is changed to the warm-up operating point D. In this way, when the vehicle arrives at the destination in a short time without warming up, the change to the warming up operating point D for warming up is not executed, and the fuel consumption optimal operating point N with less fuel consumption is executed. Since the vehicle 10 is moved by, the emission of particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic operation and the warming-up of the engine 14 is requested, the altitude difference to the destination of the automatic operation is the predetermined value or more, that is, the current position. When the altitude of the destination is higher than the altitude of the predetermined value by a predetermined value or more, the operating point of the engine 14 is changed to the driving force-oriented operating K point which is set apart from the optimum fuel consumption operating point N to the high torque side of the engine 14. It Even if warming up is required, if the altitude difference is equal to or greater than a predetermined value, the engine is driven at the driving force priority operating point K that is set apart from the optimum fuel consumption operating point N to the high torque side of the engine 14. Since the catalyst 14 of the exhaust gas purification device is activated to enhance the purification performance of the catalyst of the exhaust gas purification device, the emission of the particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic operation and the engine 14 is requested to be warmed up, the operating point of the automatic operation is determined by the estimated time of arrival at the destination of the automatic operation. 14 operating points are changed. As described above, when the operating point of the engine 14 is changed depending on the estimated time of arrival at the destination of the automatic driving, in order to avoid arriving late, the high torque of the engine 14 from the optimum fuel economy point N is avoided. The engine 14 is operated at the driving force-oriented operating point K which is set apart from the engine side so that the engine 14 can reach the destination promptly and the purification ability by the catalyst of the exhaust gas purification device is enhanced. The emission of particulate matter in the exhaust gas from the vehicle is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic operation and the warm-up request of the engine 14 is requested, when the expected arrival time at the destination of the automatic operation is longer than the actual value, The engine 14 is operated at the driving force-oriented operating point K that is set apart from the optimum fuel economy operating point N toward the high torque side of the engine 14, so that the vehicle 10 can quickly reach the destination and the exhaust gas is emitted. Since the purifying ability of the catalyst of the gas purifying device is enhanced, the emission of particulate matter in the exhaust gas from the engine 4 is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, when the vehicle 10 is in the automatic driving mode and the warm-up of the engine 14 is requested, when the average vehicle speed is not less than the predetermined value and the traffic is in a traffic jam, the engine 14 is The engine 14 can be operated at the optimum fuel economy operating point N without changing the operating point from the optimal fuel economy operating point N to the warm-up operating point D that is set apart from the high-speed side of the engine 14. As a result, the vehicle 10 is in a substantially stopped state in the first place, the engine 14 has a low rotation speed and a low load, and the fuel consumption is small, so that the emission of the particulate matter in the exhaust gas from the engine 14 is suppressed.

Further, according to the electronic control unit 90 of the present embodiment, in the autonomous driving of the vehicle 10, the driver is based on the accelerator pedal operation state during the autonomous driving in which the engine 14 is operated at the driving point J for autonomous driving. The driving point of the vehicle is evaluated, and the driving point during automatic driving and when warm-up is requested is changed based on the driving tendency of the driver. In this way, since the driving point for which automatic driving and warm-up request are being made is changed based on the driver's driving preference, the driver of the vehicle 10 is prevented from feeling uncomfortable about automatic driving.

Further, according to the electronic control unit 90 of the present embodiment, the driver's drive-oriented evaluation is carried out based on the individual information of the driver. As a result, the driver's past driving intention and the like are taken into consideration, so that the accuracy of the driver's driving intention evaluation is improved.

Further, according to the electronic control unit 90 of the present embodiment, the driver's driving preference is evaluated based on the ratio of the high opening degree to the accelerator opening degree and/or the accelerator opening change rate. As a result, the accelerator opening degree by the driver is taken into consideration, so that the driver's driving-oriented evaluation accuracy is improved.

Further, according to the electronic control unit 90 of the present embodiment, in the case of a driver who does not have a driving-oriented evaluation, the operating point when the engine 14 is requested to warm up is the optimum fuel economy operating point N when the driver is not driving. To be done. As a result, when the driver has no evaluation of the driving intention, the fuel efficiency optimum driving point N is the same as the driving point when the driving intention is the lowest, so that the safety of the vehicle is enhanced.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other aspects.

For example, in the above-described embodiment, the continuously variable transmission unit 18 may be a transmission mechanism in which the differential action can be limited by the control of the clutch or the brake connected to the rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, the differential mechanism 32 may be a differential gear device in which the pinion rotatably driven by the engine 14 and the pair of bevel gears meshing with the pinion are coupled with the first rotary machine MG1 and the intermediate transmission member 30, respectively. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are connected to each other by some of the rotating elements constituting the planetary gear device, the rotating elements of the planetary gear device include the engine, the rotating machine, and the driving wheels, respectively. It may be a mechanism that is connected so that power can be transmitted.

The vehicle 10 of the above-described embodiment may be a so-called 1-motor hybrid vehicle that includes an engine, a direct coupling clutch, a torque converter, and an automatic transmission in series. Alternatively, a hybrid vehicle in which the engine or the rotating machine is directly coupled to the input side of the torque converter without the direct coupling clutch may be used. Further, in the vehicle, the torque converter is used as the fluid transmission device, but other fluid transmission devices such as a fluid coupling having no torque amplification effect may be used. Further, the torque converter may not necessarily be provided, or may be replaced with a simple clutch.

Further, in the above-described embodiment, the compound transmission 40 is exemplified as the transmission provided in the power transmission device that transmits the power of the power source to the drive wheels, but the present invention is not limited to this mode. For example, the transmission may be an electric continuously variable transmission such as the continuously variable transmission unit 18, or an automatic transmission such as a known mechanical continuously variable transmission such as a belt type continuously variable transmission. May be

Although the engine 10 of the above-described embodiment is an internal combustion engine, the engine of the present invention may be an external combustion engine.

The above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

10: Vehicle 14: Engine
18: Electric continuously variable transmission (transmission)
20: Mechanical stepped transmission (transmission)
90: Electronic control device (control device)

Claims (1)

Regarding a vehicle including an engine and a transmission, autonomous operation of performing output control of the engine and shift control of the transmission according to a driver's operation, and output control of the engine and the shift without depending on a driver's operation Is a control device for a vehicle in which automatic driving for performing gear shift control can be selected,
In the automatic driving, the operating point of the engine is controlled to a preset fuel efficiency optimum operating point,
In the automatic operation and during warm-up of the engine, the operating point of the engine is changed to a warm-up operating point set apart from the optimum fuel economy operating point to the high rotation side of the engine. Control device for the vehicle.

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