JP4973320B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To run a vehicle as intended by a driver while reducing a load on a motor for driving when the vehicle is traveling to a direction opposite to the traveling direction. <P>SOLUTION: When a speed V is a negative value showing that a vehicle is traveling to a direction opposite to the traveling direction of a hybrid car 20, a brake unit 90 is controlled so that a braking force (brake torque command Tb) equivalent to a driving force (temporary motor torque command Tm2tmp) to be output from a motor MG2 among request torque Tr* requested for a ring gear shaft 32a set based on detected accelerator opening Acc can act on the axles of driving wheels 39a and 39b. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as a vehicle, when slip occurs on an uphill and the torque output from the motor is limited and the vehicle is traveling backward, the reflection rate determined from the vehicle speed or the limited torque depends on the vehicle weight. What causes the vehicle's sliding speed to converge near a predetermined vehicle speed by generating with the hydraulic brake a torque that is set by an amount that is insufficient for the torque that is balanced against the force acting in the direction along the road surface gradient. It has been proposed (see Patent Document 1).
JP-A-2005-51834

  However, in the vehicle of Patent Document 1, slipping can occur when the slip occurs and the torque output from the motor is limited, but the case where no slip occurs is not taken into consideration. For example, there are cases where the vehicle cannot be advanced as intended by the driver, for example, when the vehicle slides down as intended by the driver. Further, it has been desired to reduce the load applied to the driving motor when the driver slides down as intended by the driver.

  An object of the vehicle and its control method of the present invention is to advance the vehicle as intended by the driver while reducing the load applied to the drive motor when traveling in the direction opposite to the traveling direction.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention is a vehicle equipped with a power output device capable of outputting power from a drive motor to a drive shaft,
Mechanical braking means capable of applying a mechanical braking force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
An accelerator opening detecting means for detecting an accelerator opening by a driver's operation;
When the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle, the required driving force required for the vehicle set based on the detected accelerator opening is determined. Control means for controlling the mechanical braking means so that a braking force corresponding to a motor required driving force to be output from the driving motor acts on the vehicle,
Is provided.

  In this vehicle, when the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle, the required driving force required for the vehicle set based on the detected accelerator opening is determined. Among them, the mechanical braking means is controlled so that the braking force corresponding to the motor required driving force to be output from the driving motor acts on the vehicle. In this way, when the vehicle is traveling in the direction opposite to the traveling direction, the driving force to be output from the driving motor is not applied to the vehicle by the driving motor but corresponds to the driving force by the mechanical braking means. Since the braking force is applied, it is possible to reduce the load applied to the drive motor. Further, since the driving force to be output from the driving motor is set based on the driver's accelerator operation, the driving force can be advanced as intended by the driver. Therefore, when the vehicle is traveling in the direction opposite to the traveling direction, the vehicle can travel as intended by the driver while reducing the load applied to the driving motor.

  The vehicle of the present invention includes a gradient detection unit that detects a road gradient, and when the detected vehicle speed is a vehicle speed that represents a stop of the vehicle, the required driving force is determined by the vehicle mass and the vehicle When the vehicle calculated from the detected road surface gradient is equal to or less than the balance driving force capable of balancing the vehicle in the direction along the road surface, a braking force corresponding to the motor required driving force is applied to the vehicle. Controlling the mechanical braking means to control the power output device so that a driving force based on the required driving force is output to the driving shaft when the required driving force is larger than the balanced driving force. It can also be. In this way, more accurate processing can be executed when the detected vehicle speed becomes the vehicle speed indicating the stop of the vehicle. At this time, the control means uses a value set based on the driving force, the acceleration of the vehicle, the acceleration of gravity, and the slope of the road surface as the mass of the vehicle in calculating the balanced driving force. You can also. This makes it possible to calculate a more accurate balance driving force even when the mass greatly changes, such as during loading or towing, and to advance the vehicle as intended by the driver.

  Alternatively, a storage means capable of storing a parameter relating to the accelerator opening and a brake operation detection means for detecting a driver's brake operation are provided, and the control means detects a brake operation by the brake operation detection means. First, when the detected vehicle speed is a vehicle speed representing the stop of the vehicle and a predetermined time has elapsed, the detected accelerator opening parameter is stored in the storage means, and the control corresponding to the motor required driving force is stored. After the mechanical braking means is controlled so that power acts on the vehicle, when the parameter related to the detected accelerator opening is larger than the parameter related to the accelerator opening stored in the storage means, the required driving force is The power output device may be controlled so that a driving force based on the power is output to the drive shaft. That. In this way, since it is determined to control the power output apparatus based on the detected accelerator opening, the vehicle can be advanced as intended by the driver with a relatively simple configuration. Here, the “predetermined time” is, for example, not included when the vehicle speed becomes the vehicle speed indicating the stop of the vehicle when the moving direction of the vehicle changes, and is empirically determined at the time when the vehicle can be stopped It is good also as what is set to. Further, the “parameter relating to the accelerator opening” includes the accelerator opening, the required motor driving force set based on the accelerator opening, and the like.

  The vehicle of the present invention includes a brake operation amount detection means for detecting a brake operation amount of a driver, and the control means is the mechanical braking means so that a braking force corresponding to the electric motor required driving force acts on the vehicle. When the detected accelerator opening is a value indicating that the driver is operating the accelerator, and the detected brake operation amount is a value indicating that the driver is operating the brake. The mechanical braking means may be controlled so that a braking force obtained by adding a braking force based on the detected brake operation amount to a braking force corresponding to the electric motor required driving force acts on the vehicle. In this way, even when the driver performs the brake and accelerator operations at the same time, a braking force that does not give the driver a sense of incongruity can be applied to the vehicle.

  In the vehicle of the present invention, the power output device is connected to the internal combustion engine and the drive shaft of the vehicle and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power driving input / output means capable of inputting / outputting power to / from the driving shaft and the output shaft with output; and an electric motor capable of inputting / outputting power to / from the driving shaft, and the driving motor includes the driving shaft It is also possible to input / output power. At this time, the power power input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, and any one of the three axes. Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from the shafts may be provided.

The vehicle control method of the present invention includes a power output device capable of outputting power from a drive motor to a drive shaft, mechanical braking means capable of applying a mechanical braking force to the vehicle, and a vehicle speed for detecting a vehicle speed. A vehicle control method comprising: a detecting means; and an accelerator opening detecting means for detecting an accelerator opening by a driver's operation,
When the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle, the required driving force required for the vehicle set based on the detected accelerator opening is determined. Of these, the mechanical braking means is controlled so that a braking force corresponding to the required motor driving force to be output from the driving motor acts on the vehicle.

  In this vehicle control method, when the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in the direction opposite to the traveling direction of the vehicle, a request required for the vehicle set based on the detected accelerator opening. The mechanical braking means is controlled so that a braking force corresponding to the required motor driving force to be output from the driving motor among the driving force acts on the vehicle. In this way, when the vehicle is traveling in the direction opposite to the traveling direction, the driving force to be output from the driving motor is not applied to the vehicle by the driving motor but corresponds to the driving force by the mechanical braking means. Since the braking force is applied, it is possible to reduce the load applied to the drive motor. Further, since the driving force to be output from the driving motor is set based on the driver's accelerator operation, the driving force can be advanced as intended by the driver. Therefore, when the vehicle is traveling in the direction opposite to the traveling direction, the vehicle can travel as intended by the driver while reducing the load applied to the driving motor. In the vehicle control method of the present invention, steps for realizing the functions and functions of the various configurations included in the vehicle described above may be added.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper 28, and the power distribution and integration mechanism 30. Motor MG1 capable of generating power, reduction gear 35 attached to ring gear shaft 32a as an axle connected to power distribution and integration mechanism 30, and mechanically connected to ring gear shaft 32a via reduction gear 35 A motor MG2, an electronically controlled hydraulic brake unit (hereinafter simply referred to as “brake unit”) 90 that is a hydraulic braking means, and a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) that controls the entire hybrid vehicle 20. 70) etc.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. The crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. The power distribution and integration mechanism 30 includes the motor MG1. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and when the motor MG1 functions as an electric motor, it is input from the carrier 34. The power from the engine 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 that is a secondary battery via inverters 41 and 42. Do. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. The motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on the control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 52 also calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The brake unit 90 is provided for each of the master cylinder 91, the hydraulic (hydraulic) brake actuator 92, the wheel cylinders 93a to 93d and the wheel cylinders 93a to 93d provided for the drive wheels 39a and 39b and the wheels 39c and 39d. Wheel cylinder pressure sensors 94a to 94d for detecting the hydraulic pressure (wheel cylinder pressure) of the corresponding wheel cylinder, a brake electronic control unit (hereinafter referred to as “brake ECU”) 95 for controlling the brake actuator 92, and the like. The brake actuator 92 is a pump or accumulator as a hydraulic pressure generation source (not shown), a master cylinder cut solenoid valve for controlling the communication state between the master cylinder 91 and the wheel cylinders 93a to 93d, and a pedal depression force according to the depression amount of the brake pedal 85. It has a stroke simulator that creates reaction force. The brake ECU 95 also detects a master cylinder pressure from a master cylinder pressure sensor (not shown) that detects the master cylinder pressure via a signal line (not shown), a wheel cylinder pressure from the wheel cylinder pressure sensors 94a to 94d, and a wheel speed (not shown). The wheel speed from the sensor, the steering angle from a steering angle sensor (not shown), and the like are input, and various signals are exchanged by communication with the hybrid ECU 70 and the like. The brake ECU 95 then applies braking torque according to the share of the braking unit 90 among the braking force to be applied to the hybrid vehicle 20 based on the brake pedal position BP indicating the depression amount of the brake pedal 85, the vehicle speed V, and the like. Controls the brake actuator 92 so as to act on the drive wheels 39a, 39b and the wheels 39c, 39d. The brake ECU 95 can also execute so-called ABS control, traction control (TRC), vehicle stabilization control (VSC), and the like based on various signals.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. Accelerator opening degree Acc from the accelerator pedal position sensor 84, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and road surface gradient in the longitudinal direction of the vehicle are detected. The road surface gradient θ and the like from the gradient sensor 89 is input via the input port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. .

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. And the engine 22, the motor MG1, and the motor MG2 are controlled so that the power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, a torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. The required power is ringed with torque conversion by the motor MG2 Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to the gear shaft 32a, and the operation is controlled so that the engine 22 is stopped and the power corresponding to the required power is output from the motor MG2 to the ring gear shaft 32a. There are motor operation modes.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation while traveling uphill at a normal drive position (D position) traveling in the forward direction will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the CPU 72 of the hybrid ECU 70 when the hybrid vehicle 20 is in the D position. This routine is repeatedly executed every predetermined time (for example, every 8 ms). When this routine is executed, first, the CPU 72 of the hybrid ECU 70 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the engine 22. Data necessary for control, such as the rotation speed Ne, the input / output limits Win and Wout of the battery 50, and the road surface gradient θ from the gradient sensor 89, are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S140). Calculated by equation (5) (step S150), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S160). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 5 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Then, the value of the vehicle speed V is determined (step S170). When the vehicle speed V is a positive value, that is, when the vehicle is traveling in the traveling direction at the D position, the target engine speed Ne * and the target torque Te * of the engine 22 set so far are sent to the engine ECU 24 to the motors MG1, MG2. Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S180), and this routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When it is determined in step S170 that the vehicle speed V is a negative value, for example, when the road surface is tilted forwardly and is moving in the direction opposite to the traveling direction in the D position, the above-described step S150 is performed. A torque obtained by multiplying the temporary motor torque Tm2tmp calculated in the above process by a coefficient k3 is set as a brake torque command Tb, and a value 0 is set as the motor torque command Tm2 * (step S190). Here, the coefficient k3 is a coefficient set from the gear ratio Gr of the reduction gear 35, the gear ratio of the gear mechanism 37, the gear ratio of the differential gear 38, and the like, and the torque acting on the output shaft of the motor MG2 and the drive wheels 39a, 39b. It is a coefficient for converting the torque which acts on the axle. That is, a braking torque Tb corresponding to the temporary motor torque Tm2tmp set as a torque to be output from the motor MG2 is generated from the brake unit 90 so as to act on the axles of the drive wheels 39a and 39b, and torque is generated from the motor MG2. The brake torque command Tb and the motor torque command Tm2 * are set so as not to cause them. By doing so, it is possible to prevent the motor MG2 from being loaded. Then, the brake torque command Tb is transmitted to the brake ECU 95 (step S200), the process of step S180 described above is executed, and this routine is terminated. The brake ECU 95 that has received the brake torque command Tb controls the brake actuator 92 so that the torque of the brake torque command Tb acts on the axles of the drive wheels 39a and 39b. That is, when the hybrid vehicle 20 is traveling in the direction opposite to the traveling direction, the brake actuator 92 is controlled to generate a braking torque as if a driving torque corresponding to the driver's accelerator operation is acting. Here, the brake unit 90 is controlled so that the brake torque Tb acts on the axles of the drive wheels 39a and 39b, but the torque that acts on the axles of the drive wheels 39a and 39b and the axles of the wheels 39c and 39d. The brake unit 90 may be controlled so that the brake torque Tb is totaled.

  When the vehicle speed V is 0, a balancing torque Tt is calculated (step S210). Here, the balance torque Tt is a force having the same magnitude as the component force in the direction along the gravitational road gradient acting on the hybrid vehicle 20 (hereinafter referred to as a vehicle weight component force) and the opposite direction to the hybrid vehicle 20. The torque to be applied to the ring gear shaft 32a so as to act is assumed. That is, when the balance torque Tt is acting on the ring gear shaft 32a, the force exerted on the hybrid vehicle 20 by the balance torque and the vehicle weight component force are balanced. As shown in the equation (6), the balance torque Tt is obtained by converting the vehicle weight component obtained from the road surface gradient θ and the mass M of the hybrid vehicle 20 into torque acting on the ring gear shaft 32a. Here, the coefficient k4 is a conversion coefficient determined by the radius of the drive wheels 39a and 39b, the gear ratio of the gear mechanism 37, and the like. M is the mass of the hybrid vehicle 20 and g is the acceleration of gravity. The mass M, the coefficient k4, the gravitational acceleration g, and the like of the hybrid vehicle 20 are stored in advance in the ROM 74, and are read from the ROM 74 and used when calculating the balancing torque Tt. Subsequently, it is determined whether or not the required torque Tr * set in step S110 is greater than the balancing torque Tt calculated in step S210 (step S220). When the requested torque Tr * is larger than the balancing torque Tt, the torque is output from the motor MG2 because the torque is large enough to travel in the direction of climbing the inclined road surface by the driver's operation of the accelerator pedal 83. Therefore, the processing in step S180 described above is executed and this routine is terminated. When the required torque Tr * is equal to or less than the balance torque Tt, the brake unit 90 does not require a torque that can travel in the direction of climbing the inclined road surface by the driver's operation of the accelerator pedal 83. The above-described steps S190, S200, and S180 are executed in order to act, and this routine is terminated. That is, when the vehicle speed V is 0, the required torque Tr * and the balancing torque Tt are compared, and different processing is executed depending on the result.

  Tt = -k4 ・ (M ・ g ・ sinθ) (6)

  Thus, after obtaining the torque to be output from the motor MG2 to the ring gear shaft 32a, when the vehicle speed V is a negative value indicating that the hybrid vehicle 20 is traveling in the direction opposite to the traveling direction, the motor MG2 Instead of outputting torque, the braking force is outputted from the brake unit 90, and when the value is positive indicating that the vehicle is moving in the traveling direction, the torque is outputted from the motor MG2.

  According to the hybrid vehicle 20 of the embodiment described above, the vehicle speed V is set based on the detected accelerator opening Acc when the vehicle speed V is a negative value indicating that the vehicle is traveling in the direction opposite to the traveling direction of the hybrid vehicle 20. Of the required torque Tr * required for the ring gear shaft 32a, the braking force (brake torque command Tb) corresponding to the driving force to be output from the motor MG2 (temporary motor torque command Tm2tmp) is applied to the axles of the drive wheels 39a and 39b. The brake unit 90 is controlled to act. As described above, in order to prevent the brake unit 90 from generating the braking torque corresponding to the temporary motor torque Tm2tmp and not generating the torque from the motor MG2 when the vehicle is traveling in the traveling direction at the D position, Such a load can be reduced. Further, since the temporary motor torque Tm2tmp is set based on the driver's accelerator operation, the hybrid vehicle 20 can be advanced as the driver intends. Therefore, when the vehicle is traveling in the direction opposite to the traveling direction at the D position, the hybrid vehicle 20 can be advanced as intended by the driver while reducing the load applied to the motor MG2.

  Further, when the vehicle speed V is a value 0 representing the stop state of the hybrid vehicle 20, when the required torque Tr * is equal to or less than the balance torque Tt, it corresponds to the driving force (temporary motor torque command Tm2tmp) to be output from the motor MG2. The brake unit 90 is controlled so that the braking force (brake torque command Tb) to be applied acts on the hybrid vehicle 20, and when the required torque Tr * is larger than the balance torque Tt, the torque based on the required torque Tr * (motor torque command Tm1) The engine 22 and the motor MG1 are set so that a torque obtained by dividing * by the gear ratio ρ and adding a minus value to the motor torque command Tm2 * multiplied by the gear ratio Gr of the reduction gear 35 acts on the ring gear shaft 32a. , MG2 is controlled, so that more accurate processing can be executed when the vehicle speed V becomes 0. .

  In the hybrid vehicle 20 of the embodiment, different processing is performed depending on the magnitude relationship between the balance torque Tt and the required torque Tr * when the vehicle speed V reaches the value 0, but when the vehicle speed V reaches the value 0. Alternatively, the process of step S180 may be executed to output torque from the motor MG2. Even in this case, when the vehicle is traveling in the direction opposite to the traveling direction at the D position, the hybrid vehicle 20 can be advanced as intended by the driver while reducing the load applied to the motor MG2.

  In the hybrid vehicle 20 of the embodiment, the drive control routine shown in FIG. 2 is executed while traveling uphill at the D position. However, the drive control routine shown in FIG. The driving control routine shown in FIG. 2 may be executed while traveling uphill at any shift position. For example, the drive control routine shown in FIG. 2 may be executed while traveling uphill at a brake position (B position) that generates a braking force greater than the D position when the accelerator is off.

  In the hybrid vehicle 20 of the embodiment, when the vehicle speed V is a negative value and traveling in the direction opposite to the traveling direction by executing the drive control routine shown in FIG. 2 while traveling uphill at the D position. The torque to be output from the motor MG2 is output as a braking force from the brake unit 90, but a downhill (not shown) while traveling on a downhill at a shift position (for example, a reverse position (R position)) for reverse travel When the vehicle speed V is a positive value and the vehicle is traveling in the direction opposite to the traveling direction (rear) by executing the driving control routine at the time, the torque to be output from the motor MG2 is applied from the brake unit 90 to the braking force. It is good also as what outputs.

  In the hybrid vehicle 20 of the embodiment, the CPU 72 of the hybrid ECU 70 executes the drive control routine shown in FIG. 2, but may execute the drive control routine shown in FIG. 6. In the drive control routine shown in FIG. 6, first, the CPU 72 of the hybrid ECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the engine. Data necessary for control, such as the rotational speed Ne of 22, the input / output limits Win and Wout of the battery 50, and the brake pedal position BP from the brake pedal position sensor 86 are input (step S300). Next, it is determined whether or not the brake pedal position BP is a value (for example, a value 0) indicating that the driver does not operate the brake pedal 85 (step S310). When the brake pedal position BP is a value indicating that the driver has operated the brake pedal 85 (for example, a value other than 0), a target braking torque is set according to the value of the brake pedal position BP and set. The normal braking control for controlling the brake unit 90 so as to output the target braking torque is executed (step S320), and this routine is terminated. On the other hand, when the brake pedal position BP is a value indicating that the driver does not operate the brake pedal 85 (for example, a value of 0), the processes of steps S110 to S160 described above are executed. Subsequently, it is determined whether or not the accelerator opening threshold value Acref is stored in the RAM 76 (step S330). The accelerator opening threshold value Acref will be described later. When the accelerator opening threshold value Acref is not stored in the RAM 76, the value of the vehicle speed V is determined (step S340). When the vehicle speed V is a positive value, in order to output the torque required for the vehicle from the motor MG2, the process of step S180 described above is executed, and this routine is terminated. When the vehicle speed V is a negative value, the above-described steps S190, S200, and S180 are executed to apply the braking force from the brake unit 90, and this routine is terminated. When the vehicle speed V is 0, it is determined whether a predetermined stop duration has elapsed (step S350). Here, whether or not the predetermined stop continuation time has elapsed is determined based on whether or not the accelerator opening threshold value Acref is stored in the RAM 76 and the elapsed time after the vehicle speed V is first determined to be 0 is the predetermined stop continuation time. Judgment is made based on whether or not time has been reached. This "predetermined stop duration" is determined empirically at a time when it can be considered that the forces acting on the hybrid vehicle 20 are balanced in a state where torque is output from the motor MG2 in accordance with the accelerator opening. To do. When the predetermined stop duration has not elapsed, the process of step S180 described above is executed, while when the predetermined stop duration has elapsed, the accelerator pedal is operated by the driver and output from the motor MG2. Therefore, the accelerator opening Acc at this time is stored in the RAM 76 as the accelerator opening threshold Accref (step S360). The accelerator opening threshold value Accref stored in this way represents the accelerator opening degree Acc at which the hybrid vehicle 20 can be stopped by the torque output from the motor MG2 at the inclination of the road surface. Then, the processes of steps S190, S200, and S180 are executed to maintain the stopped state of the hybrid vehicle 20 by the braking torque output from the brake unit 90, and this routine is terminated. When it is determined in step S330 that the accelerator opening threshold Accref is stored in the RAM 76, it is determined whether or not the accelerator opening threshold Acc is greater than the accelerator opening threshold Accref (step S370). When the accelerator opening degree Acc is equal to or less than the accelerator opening degree threshold value Accref, the accelerator opening degree Acc that allows the hybrid vehicle 20 to move forward is not reached. Therefore, the processing of steps S190, S200, and S180 is executed to apply the braking force by the brake unit. This routine is terminated. Further, when the accelerator opening Acc is larger than the accelerator opening threshold Accref, it is determined whether or not the vehicle speed V is larger than 0 (step S380). When the vehicle speed V is 0 or less, the process of step S180 is executed to output torque from the motor MG2, and this routine is terminated. When the vehicle speed V is greater than 0, it is not necessary to apply a braking force by the brake unit 90 in place of the motor MG2, so the accelerator opening threshold value Accref stored in the RAM 76 is cleared and torque is output from the motor MG2. Accordingly, the process of step S180 is executed and this routine is terminated.

  Here, a state in which the vehicle is traveling uphill at the D position while repeatedly executing the drive control routine shown in FIG. 6 will be described with reference to FIG. FIG. 7 shows that the vehicle speed V, the accelerator opening Acc, and the accelerator opening threshold Accref until the vehicle speed V changes from a positive value to a value 0 and becomes negative again after the vehicle speed V becomes a negative value are stored in the RAM 76. 4 is a timing chart showing changes in whether it is stored, whether torque is output by a motor MG2, and whether braking force is output by a brake unit 90; When the driver returns the accelerator pedal 83 from the state where the torque is output from the motor MG2 and the vehicle is traveling in the forward direction, the vehicle speed V gradually decreases (time t1 to t2). Then, when the driver maintains the accelerator pedal 83 at a constant depression amount and the force acting on the hybrid vehicle 20 is balanced and the vehicle speed V is 0, and a predetermined duration has elapsed, the accelerator opening Acc at that time is determined. The accelerator opening threshold value Accref is stored in the RAM 76, the torque output from the motor MG is stopped, and the braking force is output from the brake unit (time t3). When the driver further returns the accelerator pedal, the braking force according to the accelerator opening Acc is applied by the brake unit, so that the hybrid vehicle 20 falls down and the vehicle speed V gradually increases in the direction opposite to the traveling direction ( When the driver depresses the accelerator pedal again, the vehicle speed V gradually approaches 0 (time t5 to t6). When the accelerator opening Acc is larger than the accelerator opening threshold Accref, the braking force output from the brake unit 90 is stopped, the torque output by the motor MG2 is started, and when the vehicle speed V becomes a positive value, the RAM 76 The stored accelerator opening threshold value Accref is cleared. As described above, when the accelerator opening Acc for outputting the balance torque Tt from the motor MG2 is exceeded, the output of the braking force from the brake unit 90 is stopped on the assumption that the hybrid vehicle 20 is advanced. The hybrid vehicle 20 is moved forward. In this way, in order to determine which of the motor MG2 and the brake unit 90 is controlled based on the detected accelerator opening Acc, the hybrid vehicle 20 can be advanced as intended by the driver with a relatively simple configuration. it can.

  At this time, the brake pedal position sensor 86 for detecting the depression amount of the driver's brake pedal 85 is provided, and the detected brake pedal position BP is a value (for example, value 0) indicating that the driver's brake pedal 85 is not depressed. When a predetermined stop duration time has elapsed in the state, the accelerator opening Acc at that time is stored in the RAM 76 as the accelerator opening threshold Accref. It is not limited to the one using the pedal position sensor 86. For example, a brake switch (not shown) that is turned on when the driver depresses the brake pedal may be provided. At this time, when a predetermined stop continuation time has elapsed with the brake switch turned off, the accelerator opening Acc at that time is stored in the RAM 76 as an accelerator opening threshold Accref. In addition, when the brake pedal position BP is a value indicating that the driver does not operate the brake pedal 85 and the vehicle speed V is 0, when the predetermined stop duration has elapsed, the accelerator opening Acc at that time is set. Although the accelerator opening threshold Acc is stored in the RAM 76, any parameter relating to the accelerator opening Acc may be stored in the RAM 76. For example, the motor torque command Tr2tmp set based on the accelerator opening Acc may be stored.

  In the hybrid vehicle 20 of the embodiment, the drive control is performed only based on the accelerator opening Acc by the driver's accelerator operation. However, in addition to the driver's accelerator operation, the driver's brake operation is also considered. Control may be performed. At this time, the brake unit 90 set based on the brake pedal position BP, which is the depression amount of the driver's brake pedal 85, acts on the brake torque Tb set based on the accelerator opening Acc by the driver's accelerator operation. The braking force to be applied is added to newly set the braking torque Tb. In this way, for example, even when the brake pedal 85 and the accelerator pedal 83 are simultaneously depressed by the driver's operation, the braking force that does not cause the driver to feel strange can be applied to the hybrid vehicle 20. it can.

  In the hybrid vehicle 20 of the embodiment, the drive control routine shown in FIG. 2 is executed at the D position. However, the hybrid vehicle 20 includes a temperature sensor (not shown) that detects the temperature Vm of the motor MG2, and the detected temperature Vm is predetermined. The required torque Tr set based on the detected accelerator opening Acc when the detected vehicle speed V is a vehicle speed indicating that the detected vehicle speed V is traveling in the direction opposite to the traveling direction of the hybrid vehicle 20. The brake unit 90 may be controlled so that a braking force (brake torque command Tb) corresponding to a driving force (temporary motor torque command Tm2tmp) to be output from the motor MG2 acts on the hybrid vehicle 20 among *. By so doing, it is possible to reduce the load applied to the motor MG2. Alternatively, it is a vehicle speed indicating that the vehicle speed V is traveling in the direction opposite to the traveling direction of the hybrid vehicle 20, and the detected accelerator opening is detected only when the detected temperature Vm is detected within a predetermined high temperature range. The brake unit so that the braking force (brake torque command Tb) corresponding to the driving force (temporary motor torque command Tm2tmp) to be output from the motor MG2 among the required torque Tr * set based on the degree Acc acts on the hybrid vehicle 20. 90 may be controlled. By doing so, the frequency of switching between the control for generating torque from the motor MG2 and the control for applying braking torque from the brake unit 90 can be reduced, and the frequency of occurrence of shocks at that time can also be reduced.

  In the hybrid vehicle 20 of the embodiment, the drive control routine shown in FIG. 2 is executed in the D position. However, the motor MG2 can generate power, and the battery 50 cannot be charged, and the detected vehicle speed. When V is a vehicle speed indicating that the vehicle travels in a direction opposite to the traveling direction of the hybrid vehicle 20, the motor MG2 should output the required torque Tr * set based on the detected accelerator opening Acc. The brake unit 90 may be controlled such that a braking force (brake torque command Tb) corresponding to the driving force (temporary motor torque command Tm2tmp) acts on the hybrid vehicle 20. In this way, the battery 50 can be protected. Alternatively, the motor MG2 can generate electric power, and only when the detected vehicle speed V is a vehicle speed indicating that the hybrid vehicle 20 is traveling in a direction opposite to the traveling direction of the hybrid vehicle 20 and the battery 50 is in a state where charging is not possible. Of the required torque Tr * set based on the detected accelerator opening Acc, the braking force (brake torque command Tb) corresponding to the driving force (temporary motor torque command Tm2tmp) to be output from the motor MG2 is supplied to the hybrid vehicle 20. The brake unit 90 may be controlled to act. By doing so, the frequency of switching between the control for generating torque from the motor MG2 and the control for applying braking torque from the brake unit 90 can be reduced, and the frequency of occurrence of shocks at that time can also be reduced.

  In the hybrid vehicle 20 of the embodiment, the mass M of the hybrid vehicle 20 is read and used in advance stored in the ROM 74, but the mass M obtained by any method may be used. For example, values set based on the driving force, the acceleration of the vehicle, the gravitational acceleration, and the road surface gradient may be used. Specifically, the value obtained by multiplying the required torque Tr * by the coefficient k5 is divided by the sum of the product of gravitational acceleration (g) and the sine (sin θ) of the road surface gradient and the acceleration (α) of the hybrid vehicle 20. A value may be used. In this way, even when the mass M greatly changes, such as during loading or towing, a more accurate balance torque Tt can be calculated, and the hybrid vehicle 20 can be advanced as intended by the driver. Here, the coefficient k5 is a coefficient for converting the torque acting on the ring gear shaft 32a into the force acting on the hybrid vehicle 20, and is determined by the gear ratio of the gear mechanism 37 and the differential gear 38, the radii of the drive wheels 39a and 39b, and the like. . Further, the acceleration α of the hybrid vehicle 20 can be obtained by, for example, a change in the vehicle speed V over time. Or it is good also as what detects the stroke amount of the suspension which is not illustrated, and uses the mass M calculated | required from the stroke amount.

  The hybrid vehicle 20 according to the embodiment includes the hybrid ECU 70 and the engine ECU 24. However, the hybrid vehicle 20 includes a single electronic control unit, that is, a single unit that has both the functions of the hybrid ECU 70 of the embodiment and the functions of the engine ECU 24. One electronic control unit may be provided.

  In the embodiment, the hybrid vehicle 20 is a series-parallel hybrid vehicle mainly composed of the engine 22, the engine ECU 24, the power distribution and integration mechanism 30, the motors MG1 and MG2, the inverters 41 and 42, the battery 50, and the hybrid ECU 70. Other than the configuration, for example, a hybrid vehicle having any configuration such as a series hybrid vehicle or a parallel hybrid vehicle may be used.

  In the embodiments, the hybrid vehicle 20 has been described as the best mode of the present invention. However, any vehicle other than the hybrid vehicle 20 may be used as long as it includes a drive motor (motor), and a vehicle control method may be used. I do not care.

  Here, 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 problems will be described. In the embodiment, the motor MG2 corresponds to a “drive motor”, the ring gear shaft 32a corresponds to a “drive shaft”, and the engine 22, the motors MG1 and MG2 and the power distribution and integration mechanism 30 correspond to a “power output device”. The brake unit 90 corresponds to “mechanical braking means”, the vehicle speed sensor 88 corresponds to “vehicle speed detection means”, and the accelerator pedal position sensor 84 corresponds to “accelerator opening detection means”. The required torque Tr * set based on the degree Acc corresponds to the “required drive force”, the drive force to be output from the motor MG2 (temporary motor torque command Tm2tmp) corresponds to the “motor required drive force”, and the gradient sensor 89 corresponds to the “gradient detection means”, the balance torque Tt corresponds to the “balance drive force”, the RAM 76 corresponds to the “storage means”, and the brake pedal position. The sensor 86 corresponds to “brake operation detecting means” and “brake operation amount detecting means”, the engine 22 corresponds to “internal combustion engine”, and the hybrid ECU 70 that executes the drive control routine shown in FIG. Equivalent to. The power distribution and integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, the motor MG2 corresponds to “electric motor”, the motor MG1 corresponds to “generator”, and the power distribution and integration mechanism 30 This corresponds to “3-axis power input / output means”. Here, the “drive motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power to the drive shaft, such as an induction motor. I do not care. The “power output device” is not limited to the engine 22, the motors MG1 and MG2, and the power distribution and integration mechanism 30, and any device that can output the power from the drive motor to the drive shaft can be used. I do not care. The “mechanical braking means” is not limited to the brake unit 90 and may be any device that can apply a mechanical braking force to the vehicle, such as a brake that is not hydraulically driven. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, and any device that detects the vehicle speed may be used. The “gradient detection means” is not limited to the gradient sensor 89, and any means can be used as long as it detects a road surface gradient. The “storage unit” is not limited to the RAM 76, and any unit that can store the accelerator opening Acc may be used. The “brake operation detecting means” is not limited to the brake pedal position sensor 86, and any device that detects a driver's brake operation, such as a brake switch, may be used. The “brake operation amount detection means” is not limited to the brake pedal position sensor 86, and any device that detects the brake operation amount of the driver may be used. The “control means” is not limited to the hybrid ECU 70 that executes the drive control routine of FIG. 2, but the detected vehicle speed is the traveling direction of the vehicle, for example, that that executes the drive control routine shown in FIG. The required motor driving force to be output from the driving motor out of the required driving force to be output to the driving shaft set based on the detected accelerator opening when the vehicle speed represents that the vehicle is traveling in the opposite direction As long as the mechanical braking means is controlled so that the braking force corresponding to the above acts on the vehicle, it may be anything. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power / power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1, but is connected to the drive shaft of the vehicle and rotates independently of the drive shaft. As long as it is connected to the output shaft of the internal combustion engine and can input / output power to / from the drive shaft and the output shaft together with input / output of electric power and power, it may be anything. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. 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. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart illustrating an example of a drive control routine executed by a CPU 72 of a hybrid ECU 70. It is a figure which shows an example of the map for request | requirement torque setting. It is a figure which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. 7 is a flowchart showing an example of another drive control routine executed by CPU 72 of hybrid ECU 70. Whether the vehicle speed V, the accelerator opening Acc, and the accelerator opening threshold Accref are stored in the RAM 76 until the vehicle speed V changes from a positive value to a value 0 and becomes negative again after the vehicle speed V changes to a negative value. 6 is a timing chart showing a change state of whether or not a state in which torque is output by a motor MG2 and whether or not a state in which a braking force is output by a brake unit 90 is output.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor , 52 Battery electronic control unit (battery ECU), 54 Electric power line, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 gradient sensor, 90 brake unit, 91 master cylinder, 92 brake actuator , 93a, 93b, 93c, 93d Wheel cylinder, 95 Brake ECU, MG1, MG2 motor.

Claims (8)

A vehicle including a power output device capable of outputting power from a drive motor to a drive shaft,
Mechanical braking means capable of applying a mechanical braking force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
An accelerator opening detecting means for detecting an accelerator opening by a driver's operation;
A slope detecting means for detecting a road surface slope;
The required driving force required for the vehicle set based on the detected accelerator opening, because the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle. Control means for controlling the mechanical braking means so that a braking force corresponding to a motor required driving force to be output from the driving motor acts on the vehicle,
Equipped with a,
When the detected vehicle speed is a vehicle speed indicating the stop of the vehicle, the control means moves the vehicle along the road surface where the required driving force is calculated from the mass of the vehicle and the detected road surface gradient. The mechanical braking means is controlled so that a braking force corresponding to the electric motor required driving force acts on the vehicle, and the required driving force is When the driving force is greater than the balanced driving force, the power output device is controlled so that a driving force based on the required driving force is output to the driving shaft.
vehicle. The control means uses a value set based on the driving force, the acceleration of the vehicle, the gravitational acceleration, and the road surface gradient as the mass of the vehicle in calculating the balanced driving force.
The vehicle according to claim 1 . A vehicle including a power output device capable of outputting power from a drive motor to a drive shaft,
Mechanical braking means capable of applying a mechanical braking force to the vehicle;
Vehicle speed detection means for detecting the vehicle speed;
An accelerator opening detecting means for detecting an accelerator opening by a driver's operation;
Storage means capable of storing parameters relating to the accelerator opening;
Brake operation detection means for detecting the driver's brake operation;
The required driving force required for the vehicle set based on the detected accelerator opening, because the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle. Control means for controlling the mechanical braking means so that a braking force corresponding to a motor required driving force to be output from the driving motor acts on the vehicle,
With
The control means is a parameter relating to the detected accelerator opening when a brake operation is not detected by the brake operation detecting means and the detected vehicle speed is a vehicle speed indicating a stop of the vehicle and a predetermined time has elapsed. Is stored in the storage means, and the mechanical braking means is controlled so that a braking force corresponding to the electric motor required driving force is applied to the vehicle, and then the parameter relating to the detected accelerator opening is stored in the storage means. When the stored accelerator opening is greater than the parameter, the power output device is controlled so that a driving force based on the required driving force is output to the driving shaft.
vehicle. The vehicle according to any one of claims 1 to 3 ,
Brake operation amount detection means for detecting the brake operation amount of the driver is provided,
The control means represents that the detected accelerator opening is an accelerator operation of a driving vehicle when the mechanical braking means is controlled so that a braking force corresponding to the electric motor required driving force acts on the vehicle. A braking force based on the detected braking operation amount to a braking force corresponding to the electric motor required driving force when the detected braking operation amount is a value indicating that the driver's braking operation is present Controlling the mechanical braking means so that a braking force applied to the vehicle acts on the vehicle;
vehicle. The power output device is connected to the internal combustion engine and the drive shaft of the vehicle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive with input and output of electric power and power Power power input / output means capable of inputting and outputting power to the shaft and the output shaft,
The drive motor can input and output power to the drive shaft.
The vehicle according to any one of claims 1 to 4 . The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on the output power;
The vehicle according to claim 5 . According to a driver's operation, a power output device capable of outputting power from a drive motor to a drive shaft, mechanical braking means capable of applying a mechanical braking force to the vehicle, vehicle speed detecting means for detecting vehicle speed, and A vehicle control method comprising an accelerator opening detecting means for detecting an accelerator opening, and a gradient detecting means for detecting a road surface gradient ,
The required driving force required for the vehicle set based on the detected accelerator opening, because the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle. braking force corresponding to the motor driving force demand to be output from the drive motor to control the mechanical braking means so as to act on the vehicle of,
When the detected vehicle speed is a vehicle speed indicating the stop of the vehicle, the required driving force is calculated from the mass of the vehicle and the detected road gradient, and the vehicle is balanced in a direction along the road surface. When the balance driving force is less than the allowable drive force, the mechanical braking means is controlled so that a braking force corresponding to the motor required drive force acts on the vehicle, and the required drive force is greater than the balance drive force. When large, the power output device is controlled so that a driving force based on the required driving force is output to the driving shaft.
Vehicle control method. According to a driver's operation, a power output device capable of outputting power from a drive motor to a drive shaft, mechanical braking means capable of applying a mechanical braking force to the vehicle, vehicle speed detecting means for detecting vehicle speed, and A vehicle control method comprising: an accelerator opening detecting means for detecting an accelerator opening; a storage means capable of storing a parameter relating to the accelerator opening; and a brake operation detecting means for detecting a driver's brake operation .
The required driving force required for the vehicle set based on the detected accelerator opening, because the detected vehicle speed is a vehicle speed indicating that the vehicle is traveling in a direction opposite to the traveling direction of the vehicle. braking force corresponding to the motor driving force demand to be output from the drive motor to control the mechanical braking means so as to act on the vehicle of,
When the brake operation is not detected by the brake operation detection means and the detected vehicle speed is a vehicle speed representing the stop of the vehicle for a predetermined time, a parameter relating to the detected accelerator opening is stored in the storage means. And after controlling the mechanical braking means so that a braking force corresponding to the electric motor required driving force acts on the vehicle, the accelerator opening in which the parameter relating to the detected accelerator opening is stored in the storage means is stored. The power output device is controlled so that a driving force based on the required driving force is output to the drive shaft when the parameter is greater than the degree-related parameter.
Vehicle control method.

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