JP5082576B2 - Driving force control device - Google Patents

Description

  The present invention relates to a driving force control device, and more particularly to a driving force control device that performs shift point control for changing output torque in accordance with road conditions or vehicle driving conditions.

  2. Description of the Related Art A driving force control device that performs control to change output torque in accordance with road conditions or vehicle traveling conditions is known. For example, in Japanese Patent Application Laid-Open No. 2005-20820 (Patent Document 1), at the time of constant speed driving (during auto cruise), the accelerator opening Acc is set by proportional control based on the vehicle speed and the target vehicle speed, and the accelerator is opened. When the degree Acc is less than the predetermined angle A2 of the dead zone having the value 0 in the required torque Tr * to be output to the vehicle, the accelerator opening Acc is set so that the required torque Tr * becomes a negative region that linearly increases with a negative value. And the linearity in the relationship between the accelerator opening Acc and the required torque Tr * before the correction is made higher than the relationship during normal traveling, so that the vehicle speed can be quickly stabilized at the target vehicle speed even on a downhill. Technology is disclosed.

  However, in the technique of the above-mentioned Patent Document 1, it is conceivable that an acceleration shock occurs when the accelerator opening is less than the predetermined opening A2 when returning from constant speed traveling to normal traveling. This is because it is not considered that the required torque increases when returning from a case where the accelerator opening is less than A2. There is a risk that a shock may occur due to the elimination of the negative torque (engine braking force) applied during constant speed running.

Japanese Patent Laid-Open No. 2005-20820

  It is desired that the shock be reduced when returning from the control that changes the output torque according to the road condition or the vehicle traveling condition.

  An object of the present invention is to provide a driving force control device capable of reducing shock when returning from control that changes output torque in accordance with road conditions or vehicle traveling conditions.

The driving force control device of the present invention is a driving force control device that changes the output torque according to road conditions or vehicle traveling conditions , and performs shift point control in which the output torque is set for each shift stage , In the control after returning from the shift point control, the output torque is set to the same value regardless of the shift speed, and returns from the shift point control by satisfying a preset specific return condition of the shift point control. Sometimes, the change rate of the output torque is set smaller than when returning from the shift point control without satisfying the specific return condition , and the specific return condition is that the amount of change in accelerator opening is determined in advance. It is characterized in that it includes at least one of a condition of an accelerator opening change amount that is equal to or greater than a predetermined value set, and a condition related to determination of steady running of the vehicle .

  In the driving force control apparatus according to the present invention, the rate of change of the output torque is set to be small in accordance with a small accelerator opening.

In the driving force control apparatus of the present invention, wherein the specific return condition, the condition of the accelerator opening change amount, conditions contains about steady running determination of the vehicle, satisfies the accelerator opening change amount condition the When returning from the shift point control, the change rate of the output torque is set to be larger than when returning from the shift point control while satisfying the conditions relating to the steady running determination of the vehicle.

  According to the present invention, it is possible to reduce the shock when returning from the control that changes the output torque according to the road condition or the vehicle traveling condition.

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

(First embodiment)
A first embodiment of the driving force control apparatus of the present invention will be described with reference to FIGS.

  In vehicles of the type that do not have a transmission such as the Toyota Hybrid System (THS), for example, the driving environment other than the conscious shift operation by the driver (road gradient, degree of corner bend in front of the vehicle, Control (shift point control) for changing the shift stage of the sequential shift according to the relative positional relationship, the combined flow path of the automobile exclusive road, etc.) is being studied.

  In the present embodiment, the engine speed, engine torque, MG1 speed, and MG1 torque are set so as to realize a driver-required peller shaft torque (drive shaft torque) or driving force determined from the accelerator opening and the vehicle speed (peller shaft speed). In the hybrid system control device (power train control device with driving force demand) for determining the MG2 torque and the like, the target point torque is changed by performing the shift point control using the shift stage of the sequential shift. The target peller torque TP up to the predetermined accelerator opening Kpa1 relates to control calculated by interpolating from the target peller torque Tpb of the predetermined accelerator opening PAP in the normal D range and the target peller torque Tp0 when the accelerator is fully closed.

  The condition for returning the control is accelerator opening PAP ≧ Kpa1 or accelerator opening change amount DPa ≧ Kdpa1. When the control is restored by the steady running determination and when the control is restored based on the accelerator opening change amount, the rate of change of the target peller torque Tp is made smaller than in the normal case. Thus, the problem of acceleration shock due to an increase in the target peller torque Tp is improved when the shift point control target peller torque Tp returns to the normal control target peller torque Tp.

  FIG. 9 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20 equipped with the driving force control apparatus as one embodiment of the present invention. The hybrid vehicle 20 according to the present embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit 70 for controlling the entire driving force control apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  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.

  In the power distribution and integration mechanism 30, 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. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 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 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged.

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects 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 phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a 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 terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. 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 hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 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. ing.

  The hybrid vehicle 20 according to the first embodiment configured as described above is required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. (Step S002 in FIG. 1 described later) and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power (step S003) corresponding to the required torque is output to the ring gear shaft 32a. .

  The operation control of the engine 22, the motor MG1, and the motor MG2 includes a torque conversion operation mode, a charge / discharge operation mode, a motor operation mode, and the like.

  In the torque conversion operation mode, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is performed by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. In this operation mode, the motor MG1 and the motor MG2 are driven and controlled so that torque is converted and output to the ring gear shaft 32a.

  In the charge / discharge operation mode, the engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power necessary for charging / discharging the battery 50 is output from the engine 22, and the engine 22 is charged and discharged with the battery 50. The motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with the torque conversion by the power distribution / integration mechanism 30, the motor MG1 and the motor MG2. It is an operation mode.

  The motor operation mode is an operation mode in which the operation of the engine 22 is stopped and operation is controlled so that power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a.

  In the present embodiment, when the shift lever 81 is operated to the D (drive) range or the R (reverse) range, the above-described torque conversion operation mode, charge / discharge operation mode, motor, and the like are based on the efficiency of the engine 22 and the state of the battery 50. When the engine 22 or the motors MG1 and MG2 are operated in any one of the operation modes, and the shift lever 81 is operated to the B (brake) range, the operation in the motor operation mode is performed so that braking by the engine brake is performed. The engine 22 and the motors MG1 and MG2 are operated in either the torque conversion operation mode or the charge / discharge operation mode other than the motor operation mode.

  That is, the engine 22 is stopped in the D range and the R range, but the engine 22 is not stopped in the B range. The stop of the operation of the engine 22 when the shift lever 81 is operated to the D range is required for the entire vehicle as the sum of the required power of the ring gear shaft 32a as the drive shaft and the power required for charging and discharging of the battery 50. This is performed when the motive power is less than a predetermined motive power that defines a range in which the engine 22 can be operated efficiently.

  Next, the operation of this embodiment will be described with reference to FIG.

  In the following, in a hybrid vehicle, a driver's conscious shift operation based on the driving environment (road gradient, degree of corner bend in front of the vehicle, relative positional relationship with the vehicle in front, a joint path of a car road, etc.) A description will be given of the control realized by using the hybrid sequential shift control technique when the control other than the above (shift point control) is performed.

[Step S001]
First, in step S001, the accelerator opening PAP and the vehicle speed (peller shaft rotation speed) are read.

[Step S002]
Next, in step S002, the peller shaft torque required by the driver (drive shaft torque), that is, the driver required peller shaft torque (drive shaft torque) is calculated. For example, referring to a map as shown in FIG. 2, based on the accelerator opening PAP read in step S001 and the vehicle speed (peller shaft rotation speed), the driver requested peller shaft torque (driving force (target peller torque) )) Is calculated.

[Step S003]
Next, in step S003, the power required by the driver (driver required power) and the engine speed required by the driver (driver required engine speed) are calculated.

  The driver request power is calculated based on the driver request peller shaft torque calculated in step S002 and the peller shaft rotation speed read in step S001. Here, driver required power = driver required peller shaft torque × peller shaft rotation speed.

  The driver request engine speed is calculated based on the fuel efficiency optimal line 301 with reference to a map as shown in FIG. When the driver request power is P1, the driver request engine speed is NE1.

[Step S004]
Next, in step S004, a target shift speed required by the driver (driver required target shift speed) is calculated. For example, referring to a map as shown in FIG. 4, the accelerator opening PAP and vehicle speed (peller shaft rotation speed) read in step S001 and the driver request peller shaft torque calculated in step S002 are calculated. Based on this, the driver-requested target gear position is determined.

  In step S004, the method for calculating the driver-requested target shift speed is not limited to the method using FIG. For example, the gear ratio is calculated based on the driver-requested engine speed calculated in step S003 and the peller shaft speed read in step S001, and the map of FIG. Based on the above, the driver-requested target shift speed can be determined.

  In step S004, in addition to the method using FIG. 4 or FIG. 8, a method using the map of FIG. 5 may be used. FIG. 5 shows the lower limit engine speed of each gear stage. With reference to the map of FIG. 5, the driver-requested target gear position is determined based on the driver-requested engine speed calculated in step S003 and the vehicle speed (peller shaft speed) read in step S001. Can be done. In FIG. 5, reference numeral 401 denotes a region where the driver-requested target gear stage is the first speed, 402 denotes the second speed region, 403 denotes the third speed region, 404 denotes the fourth speed region, 405 denotes the fifth speed region, Reference numeral 406 denotes the sixth speed region.

[Step S005]
Next, in step S005, a regulation shift stage for shift point control such as uphill / downhill control, corner control, inter-vehicle distance control, joint flow path control, etc. is read (if the sequential shift control is performed, the shift stage Hereinafter, description of the operation when the sequential shift control is performed is omitted). For example, when uphill / downhill control is performed, a restriction shift speed is determined with reference to a map as shown in FIG. FIG. 11 describes a target shift speed corresponding to the road gradient θ, and the regulation shift speed is a shift speed that is one speed higher than the target speed. Similarly, for example, when corner control is performed, a restriction shift speed is determined with reference to a map as shown in FIG. When the inter-vehicle distance control is performed, a map as shown in FIG. 13 is referred to and the regulation shift speed is determined. Each of FIGS. 12 and 13 shows a target shift speed, and the regulation shift speed is a shift speed that is one speed higher than the target shift speed.

[Step S006]
Next, in step S006, it is determined whether or not the driver-requested target shift speed is equal to or greater than the speed limit control shift speed determined in step S005. If the result of the determination is affirmative, the process proceeds to step S007, and if not, the process proceeds to step S008.

[Step S007]
In step S007, the shift speed is regulated by reflecting the shift speed of the shift point control in the driver requested target shift speed. In this step S007, the driver requested peller shaft torque (drive shaft torque) Tp * and the driver requested engine speed Ne * are changed.

  As shown in FIG. 6, the driver request peller shaft torque (drive shaft torque) Tp * is changed. That is, referring to the map of FIG. 6, for example, when the speed limit control shift speed obtained in step S005 is 4th and the vehicle speed (peller shaft rotation speed) is S1, the driver requested peller shaft Torque Tp * is changed to T1.

  Further, as shown in FIG. 5, the driver request engine speed Ne * is changed. For example, when the vehicle speed (peller shaft rotation speed) is S1, the lower limit engine rotation speed NeL * is changed to NE2.

[Step S008]
In step S008, engine torque Te *, MG1 rotation speed Nm1 *, target MG1 torque Tm1 *, and target MG2 torque Tm2 * are calculated. The calculation method will be described in detail below.

  In step S007, the target rotational speed Ne * and the target peller shaft torque Tp * of the engine 22 are set. When Ne * ≦ NeL *, if Ne * = NeL *, then Tp * × Np = Te **. Since Ne *, Te * = Tp * × Np / Ne * (Np is the rotation speed of the peller shaft). Then, using the set target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a (= conversion coefficient k · vehicle speed V), and the gear ratio ρ of the power distribution and integration mechanism 30, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the following equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 of the motor MG1.

  FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). Since the rotational speed of the sun gear 31 is the rotational speed Nm1 of the motor MG1 and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Nm1 * of the motor MG1 is the rotational speed Nr of the ring gear shaft 32a (= k · V), the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30 can be calculated by the equation (1).

  Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term.

  Note that the two thick arrows on the R axis in FIG. 10 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. The torque transmitted to the motor and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a.

Nm1 * = (Ne * ・ (1 + ρ) −k ・ V) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * −Nm1) + KI∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35 are requested. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 in order to apply the torque Tr * to the ring gear shaft 32a is calculated by the following equation (3) determined from the torque balance relationship of the nomograph of FIG. Based on the 50 input / output limits Win, Wout, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2, the following formula (4) and the following formula (5) Torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from Set the smaller the variable T of the Tm2tmp and the calculated torque limit Tm2max, sets a larger one of this variables T and the torque limit Tm2min the torque command Tm2 * of the motor MG2. Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min ＝ (Win−Tm1 * ・ Nm1) / Nm2 （４）
Tm2max ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40, and the drive control 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.

  As described above, according to the present embodiment, the engine speed and the engine torque are set so as to realize the driver required peller shaft torque (drive shaft torque) or the driving force determined from the accelerator opening PAP and the vehicle speed (peller shaft speed). In the driving force control system (HV system) that determines the MG1 rotational speed, MG1 torque, MG2 torque, etc., the target engine rotational speed (step S003) determined from the driver required peller shaft torque (FIG. 2, step S002) and the peller shaft A driver-requested target gear stage (target gear ratio, step S004) is determined from the rotation speed.

  Further, the driver requested target shift speed is determined from the accelerator opening, the vehicle speed (peller shaft rotation speed), and the driver requested peller shaft torque (see FIG. 4). Alternatively, the gear ratio is calculated from the driver-requested engine speed and the peller shaft speed, and the driver-requested target gear stage is determined from the gear ratio (see FIG. 8). Shift point control such as uphill / downhill control, corner control, and inter-vehicle distance control is reflected in the target shift stage (step S007).

  Further, for each target gear stage (target gear ratio), a peller shaft torque (drive shaft torque) or driving force and an engine speed lower limit guard are installed (FIGS. 5 and 6), and the target gear stage (target gear ratio) is set. Reflecting the shift stage control (speed ratio control) of shift point control such as uphill / downhill control, the target peller shaft torque and the target engine speed are changed (step S007), and the target engine torque, the target MG1 speed, and the target MG1 torque are changed. Then, the target MG2 torque is calculated (step S008).

  According to the above, the following effects can be obtained.

(1) Shift point control that has been developed for a conventional automatic transmission can be easily deployed to a hybrid system control device (power train control device with driving force demand) to improve drivability. it can.

(2) When the accelerator is stepped on at the time of reacceleration after the shift point control is performed, the acceleration response is improved because the engine speed is increased from a high level. The effect (2) will be described below with reference to FIG.

  First, when the automatic transmission is in the D range, it is assumed that the target gear position of the shift point control is 4th speed (step S004 in FIG. 1). Thereafter, in step S007, the driver-requested peller shaft torque is changed to the target gear position (fourth speed). In this case, when there is no lower limit engine speed (engine speed guard) 420, the point changes from the D range point 421 to the 4th speed point 422. At the time of re-acceleration from the fourth speed point 422, the acceleration response is poor because the acceleration is from a low engine speed. Since the engine speed at the point 422 is about 1000 rpm, which is the same as the engine speed at the point 421, the acceleration response at the time of re-acceleration is poor.

  On the other hand, in this embodiment, since there is a lower limit engine speed (engine speed guard) 420 (step S007), the first point 421 is the lower limit engine on the point 422 and the equal power line 430 by the shift control. The point changes to a guarded point 423 at the rotation speed 420. When the accelerator is stepped on at the time of re-acceleration, the acceleration response is improved because the acceleration starts from the point 423 where the engine speed is higher than the point 422.

  FIG. 14 is a diagram showing the relationship between the vehicle speed (peller shaft rotation speed) and the driving force (target peller torque Tp) in the stepped sequential shift in the hybrid vehicle of this embodiment. When the gear is shifted to a low gear by sequential shift or when shift point control using the gear shift of sequential shift is performed, the target peller torque Tp is obtained as follows. In the following description, for example, it is assumed that the predetermined accelerator opening value Kpa1 = 10%.

The target peller torque Tp is obtained by the following three methods according to the accelerator opening.
[1] When the accelerator opening is fully closed (accelerator opening = 0%)
[2] When accelerator opening exceeds 10%
[3] When the accelerator opening is 0-10% or less

[1] When the accelerator opening is fully closed (accelerator opening = 0%)
As shown in FIG. 14, when the accelerator opening is fully closed (accelerator opening = 0%), the value of the target shift torque Tp for the sequential shift is set in advance for each gear position. For example, the target speed Tp of the fourth speed when the vehicle speed (peller shaft rotation speed) is Va and the accelerator opening is fully closed is Tpsft (0%). Similarly, for example, when the vehicle speed (the rotation speed of the peller shaft) is Va and the accelerator opening is fully closed, the 6-speed target peller torque Tp is Tp6.

[2] When the accelerator opening exceeds 10% As shown in FIG. 14, when the accelerator opening exceeds 10%, the value of the target gear torque Tp for the sequential shift is the same regardless of the gear position in advance. Is set to a value. That is, even if it is other than the D range (6th speed), the target peller torque Tp is the same as that of the D range (6th speed). When the accelerator opening exceeds 10%, the power does not change when the gear is shifted to a low gear by sequential shift or when shift point control using the gear shift of sequential shift is performed. There is no change.

[3] When the accelerator opening is 0 to 10% or less When the accelerator opening is between 0% and 10%, the target is obtained by linear interpolation according to the accelerator opening using the following formula: Peller torque Tp is obtained.
Tp = Tpsft (0%) + (Tp (10%) − Tpsft (0%)) * PAP / 10

  For example, when the vehicle speed (peller shaft rotation speed) is Va and the gear position is 6th and the accelerator opening is 5%, the target peller torque Tp is the value indicated by the symbol Tp7 (the symbol Tp (Kpa1)) and the above Tp6. Intermediate value). In this case, when downshifted to the fourth speed, the target peller torque Tp becomes a value indicated by a symbol Tp8 (an intermediate value between the symbol Tp (Kpa1) and the above Tpsft (0%)).

  As described above, this embodiment is a control realized by diverting the hybrid sequential shift control in realizing the hybrid shift point control. In the present embodiment, the following (1) to (5) are performed in this control.

(1) The shift point control is performed when a predetermined condition regarding accelerator depression is satisfied (accelerator opening PAP ≧ predetermined value Kpa1 or accelerator opening change amount Dpa ≧ predetermined predetermined value Kdpa1). Return. Here, the reason why the shift point control is returned when the accelerator opening PAP ≧ predetermined value Kpa1 is that there is no acceleration shock due to an increase in the target peller torque (see FIG. 18).

(2) In relation to the above (1), when the shift point control is returned with the accelerator opening PAP <predetermined value Kpa1 and the accelerator opening change amount Dpa ≧ predetermined value Kdpa1, Compared to the target torque change rate at the time, the target torque change rate is set to a small value (see FIG. 20). This is to reduce the acceleration shock due to the increase in the target peller torque.

(3) When the steady running determination (XCONST = ON) is made, the shift point control is resumed. Here, when returning from the shift point control because the steady running determination is made, the target torque change rate is made smaller than in the normal time other than when the same condition is satisfied (see FIG. 19). This is to reduce the acceleration shock due to the increase in the target peller torque.

(4) In the above (2) and (3), the target torque change rate is set to a smaller value than in the normal case. In this case, the target torque change rate in (2)> (3) above. Use the target torque change rate. This is to improve the acceleration performance by reflecting the driver's intention to accelerate and quickly changing the target torque to the accelerator required torque Tpb.

(5) In the above (2) and (3), the target torque change rate is set to a smaller value than in the normal case. In this case, the smaller the accelerator opening, the larger the difference from the predetermined value Kpa1 and the greater the shift shock. Therefore, in each of the above (2) and (3), the target torque changes as the accelerator opening becomes smaller. The rate is set to a small value.

  In FIG. 18 to FIG. 20, symbol XAI indicates a shift point control execution condition flag, symbol XCONST indicates a steady travel determination flag, and symbol Tpa1 indicates the peller torque (D range) when the accelerator opening PAP is a predetermined value Kpa1. The symbol Tpa indicates the post-interpolated pella torque (accelerator opening <Kpa1 and value during shift point control or sequential shift) described with reference to FIG.

  The symbol Tpb indicates the D range peller torque (also referred to as accelerator required torque) obtained as a map value between the accelerator opening PAP and the vehicle speed. That is, one form of the accelerator required torque Tpb is the peller torque Tpa1 when the accelerator opening PAP is the predetermined value Kpa1. As described with reference to FIG. 14, the interpolated peller torque Tpa is interpolated between the target peller torque Tp0 when the accelerator opening PAP is zero and the peller torque Tpa1 when the accelerator opening PAP is a predetermined value Kpa1. Value.

  FIG. 18 shows an operation when returning from the shift point control when the accelerator opening PAP is equal to or larger than a preset opening Kpa1.

  As shown in FIG. 18, since the accelerator opening PAP becomes equal to or larger than a preset value Kpa1 at time Tx (PAP ≧ Kpa1), the shift point control execution condition flag XA1 is turned off, and the shift point control is restored. . Thus, when the shift point control is restored (Tx) by depressing the accelerator, the interpolated peller torque Tpa = the peller torque Tpa1 when the accelerator opening PAP is the predetermined value Kpa1, and therefore the torque is restored even after returning from the shift point control. Acceleration shock due to up does not occur.

  In other words, when accelerator opening PAP ≧ predetermined value Kpa1 (Tx), target peller torque Tp is not obtained by interpolation, but is the same value as when target peller torque Tp is in the D range regardless of the number of shift stages. become. Thus, even if the shift point control is restored, the target peller torque Tp = D range value (Tpa1) remains, and there is no acceleration shock. Therefore, the control return condition when the accelerator is depressed is accelerator opening PAP ≧ predetermined value. Kpa1.

  FIG. 19 shows the shift point control as a result of determining that the traveling of the control target of the shift point control (for example, cornering, uphill / downhill, traveling following the vehicle in front of the vehicle, joint path, etc.) has been completed and the vehicle has become steady traveling. The operation when returning is shown.

  When returning from the shift point control by the steady running determination (time Ty), the post-interpolation peller torque Tpa changes to the peller torque Tpb in the D range corresponding to the accelerator opening, so that an acceleration shock due to an increase in the required torque occurs. There is a risk (see “normal rate of change” in FIG. 19). Therefore, in this embodiment, when returning from the shift point control by the steady running determination, the acceleration shock is reduced by reducing the change rate of the required torque compared to the normal change rate (after time Ty in FIG. 19). (Refer to the slope of “Target torque”).

  FIG. 20 shows an operation when returning from the shift point control when the amount of change in the accelerator opening is equal to or greater than a predetermined value Kdpa1 set in advance.

  When returning from the shift point control (Tz) when the accelerator opening change amount Dpa is equal to or greater than a predetermined value Kdpa1 (not shown), interpolation is performed as in the case of FIG. Since the rear peller torque Tpa changes to the Peller torque Tpb in the D range corresponding to the accelerator opening, there is a risk that an acceleration shock will occur due to an increase in the required torque (see “normal rate of change” in FIG. 20). Therefore, in this embodiment, when returning from the shift point control based on the accelerator opening change amount Dpa, the acceleration shock is reduced by reducing the change rate of the required torque compared to the normal change rate. (See slope of “target torque” after time Tz in FIG. 20). However, in the case of FIG. 20, in order to reflect the driver's intention to accelerate, the rate of change of the target torque is made larger than the rate of change in torque required for return from control (see FIG. 19) based on the steady running determination. .

  The operation of this embodiment will be described with reference to FIGS.

  First, in step S101 of FIG. 15, a precondition determination process for shift point control is performed. Here, for example, it is determined whether or not a fail signal indicating that an element necessary for the shift point control is not suitable for the control is detected. If the precondition determination is negative in step S101, the shift point control precondition flag XAIZEN is set to off (step S102). If the determination is affirmative, the flag XAIZEN is turned on. It is set (step S103).

  Next, in step S104, the shift point control precondition flag XAIZEN is determined. If it is determined that the flag XAIZEN is on, the RAM used in each shift point control in step S105, Common processing such as flags is performed. On the other hand, when it is determined in step S104 that the shift point control precondition flag XAIZEN is OFF, shift point control initialization / termination processing is performed in step S106. Following step S106, step S110 is performed.

  After step S105, each shift point control process is performed in step S107. The process of each shift point control in step S107 will be described later with reference to FIG. Next, in step S108, arbitration processing of the target peller torque TP calculated in each shift point control is performed. Next, in step S109, an arbitration process for the engine speed NE calculated in each shift point control is performed. Next, in step S110, the target peller torque TP is gradually changed when the target peller torque changes. The gradual change process of the target peller torque TP in step S110 will be described later with reference to FIG.

  Next, with reference to FIG. 16, the details of each shift point control process (step S107 in FIG. 15) will be described.

  First, in step S1071, a start condition for shift point control is determined. If the start condition is not satisfied, each shift point control execution condition flag XAIX is turned off in step S1072, and if the start condition is satisfied, each shift point control execution condition flag is set in step S1073. XAIX is turned on. Next, in step S1074, each shift point control execution condition flag XAIX is determined. If each shift point control execution condition flag XAIX is on, the target peller torque TP is calculated in step S1075. Done. In step S1075, as described with reference to FIG. 14, the target peller torque TP is obtained according to the accelerator opening PAP. That is, when the accelerator opening PAP is 10% or less, the target peller torque TP is obtained by interpolation processing, and when it exceeds 10%, the value is the same as that in the D range regardless of the number of shift stages.

  Next, in step S1076, target engine speed calculation processing is performed. Next, in step S1077, it is determined whether or not the current accelerator opening PAP is equal to or greater than a predetermined value Kpa1. If the current accelerator opening PAP is equal to or greater than the predetermined value Kpa1, each shift point control execution condition flag XAIX is turned off in step S1080. The operation when the determination in step S1077 is affirmative and step S1080 is executed is as shown in FIG.

  If it is not determined in step S1077 that the current accelerator opening PAP is greater than or equal to the predetermined value Kpa1, whether or not the current accelerator opening change amount DPa is greater than or equal to the predetermined value Kdpa1 in step S1078. Is determined. If the current accelerator opening change amount DPa is equal to or greater than the predetermined value Kdpa1, each shift point control execution condition flag XAIX is turned off in step S1080. The operation when affirmative determination is made in step S1078 and step S1080 is executed is as shown in FIG.

  If it is not determined in step S1078 that the current accelerator opening change amount DPa is greater than or equal to the predetermined value Kdpa1, it is determined in step S1079 whether the steady travel determination flag XCONST is on. . If the steady running determination flag XCONST is on, each shift point control execution condition flag XAIX is turned off in step S1080. The operation when the determination in step S1079 is affirmative and step S1080 is executed is as shown in FIG.

  Next, with reference to FIG. 17, the details of the gradual change process (step S110 in FIG. 15) when the target peller torque TP changes will be described.

  First, in step S1101, a change determination process for the target peller torque TP is performed. If the target peller torque TP has changed, the process proceeds to step S1102, and if not, the control flow in FIG. 17 ends. In step S1102, a shift point control execution determination process is performed. If each shift point control execution condition flag XAIX is on, the process proceeds to step S1103, and if not, the process proceeds to step S1104. In step S1103, a gradual change process during shift point control is performed. Here, the gradual change process during the shift point control is a gradual change process of the target peller torque TP that is performed to suppress the occurrence of a shock at the start of the shift point control, for example.

  In step S1104, it is determined whether or not the shift point control has been completed because the condition that the current accelerator opening change amount DPa is equal to or greater than a predetermined value Kdpa1 is satisfied. If the result of the determination is affirmative, the process proceeds to step S1105. Otherwise, the process proceeds to step S1106. In step S1105, the gradual change amount of the target peller torque TP at the end of the control based on the accelerator opening change amount DPa described with reference to FIG. 20 is set.

  In step S1106, it is determined whether or not the shift point control is terminated due to the steady running determination. If the result of the determination is affirmative, the process proceeds to step S1107. Otherwise, the process proceeds to step S1108. In step S1107, the gradual change amount of the target peller torque TP at the end of control based on the steady running determination described with reference to FIG. 19 is set. In step S1108, the normal-time gradual change amount is set, and the gradual change amount of the target peller torque TP corresponding to the “normal-time change rate” in FIGS. 19 and 20 is set.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus of this invention. 5 is a map for calculating a driver request peller shaft torque in the first embodiment of the driving force control apparatus of the present invention. 5 is a map for calculating a driver request engine speed in the first embodiment of the driving force control apparatus of the present invention. 5 is a map for calculating a driver's required shift speed in the first embodiment of the driving force control apparatus of the present invention. In the first embodiment of the driving force control apparatus of the present invention, it is another map for calculating the driver requested gear. 5 is a flowchart illustrating a method for calculating a target peller torque at the time of gear shift or gear speed control according to the driver's intention in the first embodiment of the driving force control apparatus of the present invention. It is a figure for demonstrating the effect of 1st Embodiment of the driving force control apparatus of this invention. In the first embodiment of the driving force control apparatus of the present invention, it is another map for calculating the driver requested gear. It is a block diagram which shows schematic structure of 1st Embodiment of the driving force control apparatus of this invention. In 1st Embodiment of the driving force control apparatus of this invention, it is an alignment chart of a power distribution integration mechanism. In 1st Embodiment of the driving force control apparatus of this invention, it is a map which shows the relationship between a road gradient and a target gear stage. In the first embodiment of the driving force control apparatus of the present invention, it is a map showing a target shift stage according to the degree of corner bending. In the first embodiment of the driving force control apparatus of the present invention, it is a map showing the shift stage according to the relative positional relationship with the preceding vehicle. It is a figure which shows the relationship between a target peller torque, a gear stage, and an accelerator opening. It is a flowchart which shows other operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a flowchart which shows further operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a flowchart which shows further operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a time chart which shows operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a time chart which shows other operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a time chart which shows further operation | movement of 1st Embodiment of the driving force control apparatus of this invention.

Explanation of symbols

20 Hybrid vehicle 22 Engine 24 Engine ECU
26 Crankshaft 28 Damper 30 Power Distribution Integration Mechanism 31 Sun Gear 32 Ring Gear 32a Ring Gear Shaft 33 Pinion Gear 34 Carrier 35 Reduction Gear 40 Motor ECU
41 Inverter 42 Inverter 43 Rotation Position Detection Sensor 44 Rotation Position Detection Sensor 50 Battery 51 Temperature Sensor 52 Battery ECU
54 Power Line 60 Gear Mechanism 62 Differential Gear 63a Drive Wheel 63b Drive Wheel 70 Electronic Control Unit for Hybrid 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 88 vehicle speed sensor BP brake pedal position Dpa accelerator opening change Kpa1 predetermined value Kpda1 predetermined value MG1 motor generator MG2 motor generator PAP accelerator opening TP Peller torque Tpa1 Pella torque when the accelerator opening is Kpa1 Tpa Pella torque after interpolation Tpb Peller torque in D range XA1 Shift point control execution condition flag XCONST Steady travel determination flag

Claims (3)

A driving force control device that performs shift point control in which output torque is changed according to road conditions or vehicle traveling conditions , and the output torque is set for each shift stage ,
In the control after returning from the shift point control, the output torque is set to the same value regardless of the shift stage,
The rate of change of the output torque when returning from the shift point control when the specific return condition set in advance for the shift point control is satisfied compared to when returning from the shift point control without satisfying the specific return condition Is set to a small value ,
The specific return condition includes at least one of an accelerator opening change amount condition in which the accelerator opening change amount is equal to or greater than a predetermined value set in advance, and a condition relating to a steady running determination of the vehicle. Control device. The driving force control apparatus according to claim 1,
The driving force control device characterized in that the rate of change of the output torque is set to be small in accordance with a small accelerator opening. In the driving force control device according to claim 1 or 2,
Wherein the specific return condition, the condition of the accelerator opening change amount, conditions contains about steady running determination of the vehicle,
When returning from the shift point control satisfying the condition of the accelerator opening change amount, the rate of change of the output torque is set as compared with when returning from the shift point control satisfying the condition related to steady running determination of the vehicle. A driving force control device characterized by being set large.

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