JP5151707B2 - Vehicle drive control apparatus and method - Google Patents

Description

  The present invention relates to a vehicle drive control apparatus and method.

In recent vehicles, particularly automobiles, there is an increasing trend for hybrid vehicles including an engine and an electric motor as driving sources for traveling. In a hybrid vehicle, a traveling state using only an electric motor and at least a traveling state using an engine are generally switched as appropriate. In such a hybrid vehicle, an automatic transmission is generally used as a transmission, but as shown in Patent Document 1, there is also a type using a manual transmission as a transmission. The use of a manual transmission is not only preferable for simplifying the structure and reducing the cost, but also makes it possible to ensure the enjoyment of manually operating the shift. When a manual transmission is used, the driving of the wheels by the electric motor is usually performed without using the manual transmission.
JP 2002-160540 A

  In a hybrid vehicle using a manual transmission, it is required to manually shift the manual transmission in the same manner as a normal vehicle when traveling with an engine. For this reason, in addition to the shifting operation, a clutch pedal is required. It is necessary to perform the operation. On the other hand, in the case of traveling by an electric motor, no gear shifting is required, so that it is not necessary to perform a particularly troublesome operation of the clutch pedal.

  By the way, in a hybrid vehicle using a manual transmission, traveling by only the electric motor and traveling by only the engine are appropriately switched according to the change of the operation region. That is, a situation in which a state where the vehicle is driven only by the electric motor is changed to a state where the vehicle is driven only by the engine frequently occurs. In this case, the driver needs to perform a gear shifting operation of the manual transmission when the driving state is changed to the engine only, but the gear shifting operation is not necessary in the driving state only with the electric motor. The tendency to not operate a troublesome clutch pedal becomes strong. For this reason, immediately after shifting to the running state with only the engine, for example, forgetting the operation of the clutch pedal necessary for the shifting operation or causing the confusion in the operation of the clutch pedal, the shifting cannot be performed well. The occurrence of the situation is considered.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle drive control device and method that can appropriately perform clutch pedal operation in a hybrid vehicle using a manual transmission. There is to do.

In order to achieve the above object, the following solution is adopted in the control device of the present invention. That is, as described in claim 1 in the claims,
A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
Operation determination for determining whether or not the operation of the clutch pedal is appropriate in light of the traveling state when it is assumed that traveling is performed by the engine when traveling by the electric motor while the engine is stopped Means,
Vibration applying means for applying driving force vibration by the electric motor when the operation determining means determines that the operation of the clutch pedal is inappropriate when running with the electric motor while the engine is stopped; ,
It is supposed to be equipped with.

  According to the above solution, when the operation of the clutch pedal, which is necessary when driving by the engine, is inappropriate when the vehicle is driven only by the electric motor, the driving force vibration is applied by the electric motor, so that the driver Will clearly recognize that the clutch pedal is not operating properly. Thus, the driver is encouraged to appropriately operate the clutch pedal, which is preferable in properly operating the clutch pedal immediately after the shift to the actual traveling by the engine.

Preferred embodiments based on the above solution are as set forth in claims 2 and 3 in the claims. That is,
The operation determining means determines that the operation of the clutch pedal is inappropriate when the clutch pedal is not released during the shifting operation of the manual transmission (corresponding to claim 2). In this case, it is preferable to surely release the clutch pedal that is required in accordance with the speed change operation.

  The operation determination means determines that the operation of the clutch pedal is inappropriate when the clutch pedal is not released when the vehicle speed is equal to or lower than a predetermined vehicle speed including a stop (claim 3). ). In this case, it is preferable to surely release and release the clutch pedal, which is necessary when the vehicle speed becomes excessively low.

In order to achieve the above object, the following solution is adopted in the drive control method of the present invention. That is, as in claim 4 in the claims, a manual transmission that is shifted by manually operating a change lever, an engine that drives wheels via the manual transmission, the engine and the manual Drive control of a vehicle comprising: a clutch interposed between the transmission and a clutch that is switched between engagement and disengagement by manually operating a clutch pedal; and an electric motor that drives a wheel without passing through the manual transmission A method,
Operation determination for determining whether or not the operation of the clutch pedal is appropriate in light of the traveling state when it is assumed that traveling is performed by the engine when traveling by the electric motor while the engine is stopped And the steps
When running with the electric motor while the engine is stopped, when the operation of the clutch pedal is determined to be inappropriate in the operation determining step, the motor is applied with vibration to give a driving force vibration. Steps,
It is supposed to be equipped with. According to the said solution technique, the control method corresponding to the control apparatus of Claim 1 can be provided.

  According to the present invention, it is possible to prompt an appropriate clutch pedal operation when traveling by only the electric motor, and to operate the clutch pedal appropriately immediately after shifting to the traveling by the engine.

  In FIG. 1, reference numeral 1 denotes an engine, and the output (generated torque) of the engine 1 is sequentially supplied to the left and right drive wheels 7 </ b> L via a second electric motor 2, a clutch 3, a manual transmission 4, a propeller shaft 5, and a differential gear 6. , 7R. The first electric motor 8 is connected to the propeller shaft 5 so that the driving forces 7L and 7R can be driven by the first electric motor 8 as well. In the embodiment, the first electric motor 8 is directly connected to the propeller shaft 5.

  The second electric motor 2 is connected to a crankshaft of the engine 1 so as to be switched between a start for the engine 1 and a power generation driven by the engine 1. The clutch 3 is intermittently engaged by a clutch pedal 10 that is manually operated by a driver. That is, as described later, when the clutch pedal 10 is depressed, the clutch 3 is released (disconnected), and when the clutch pedal 10 is released, the clutch 3 is engaged. Further, as will be described later, the clutch 3 is configured so that the engagement release state can be obtained even when the clutch pedal 10 is not depressed by the clutch release means 20 (automatic engagement release). The manual transmission 4 has, for example, five forward speeds and one reverse speed, so that the driver can manually select the desired speed and the neutral state can be selected by manually operating the change lever 4a. It has become.

  In FIG. 2, the clutch 3 has a clutch cover 31 coupled to the crankshaft of the engine 1 and an output shaft 32 coupled to the input shaft of the manual transmission 4. A drive plate 33 is held on the clutch cover 31 so as to rotate integrally, and a driven plate 34 is held on the output shaft 32 so as to rotate integrally. Usually, although not shown in the drawing, both plates 33 and 34 is brought into pressure contact with the clutch 3 in an engaged state. An operating member 35 is fitted to the output shaft 32 so as to be slidable and relatively rotatable. By operating the operating member 35 in a direction away from the driven plate 34, the plates 33 and 34 are separated from each other. Thus, the clutch 3 is brought into the engagement release state.

  The operation member 35 is slid by a hydraulic cylinder 36 via a swing member 37. That is, when the hydraulic cylinder 36 receives hydraulic pressure (release hydraulic pressure), its output rod 36a is displaced leftward in FIG. 2, and in response to this, the swing member 37 is swung around its mounting fulcrum 37a, The operation member 35 is displaced to the right in FIG. 2, and the clutch 3 is released from the engaged state. When the clutch pedal 10 is depressed, a hydraulic pressure is generated in the master cylinder 38. The hydraulic pressure from the master cylinder 38 is supplied to the hydraulic cylinder 36 as a release hydraulic pressure, and the clutch 3 is released.

  Release hydraulic pressure can be supplied to the hydraulic cylinder 36 also from the clutch release means 20. This clutch release means 20 has a reservoir 22 connected to a hydraulic cylinder 36 via a supply path 21. A pump 23 that pumps up the oil in the reservoir 21, a pressure regulating valve 24, and a linear solenoid valve 25 are connected to the supply path 21. The discharge pressure from the pump 23 is regulated to a predetermined constant pressure by the pressure regulating valve 24. Further, the supply pressure to the hydraulic cylinder 36 is adjusted by the linear solenoid valve 25 within a range from a predetermined pressure (maximum pressure) set by the pressure regulating valve 24 to 0 (the adjustment of the engagement force of the clutch 3 causes the half clutch to Can also be generated).

  In FIG. 1, 40 is a battery. The battery 40 is connected to the electric motors 2 and 8 via an inverter 41. The first electric motor 8 receives, for example, power from the battery 40 via the inverter 41 during vehicle acceleration or steady running to drive the drive wheels 7L and 7R, and the kinetic energy of the drive wheels 7L and 7R during vehicle deceleration. In response to this, the regenerative state in which the power is generated and the battery 40 is charged with the generated power via the inverter 41 can be taken. The second electric motor 2 receives the electric power from the battery 40 via the inverter 41 when the engine 1 is stopped, receives the electric power from the battery 40, and receives the drive energy of the engine 1 to generate electric power. The battery 40 can be charged (in particular, when the amount of power stored in the battery 40 is small).

  In FIG. 1, U is a controller (control unit) configured using a microcomputer. The controller U receives signals from various sensors or switches S1 to S7. The sensor S1 detects an accelerator opening that is a depression amount of an accelerator pedal (not shown) operated by the driver. The sensor S2 detects the vehicle speed. The sensor S3 detects the engine speed. The sensor S4 detects the amount of power stored in the battery 40. The sensor S5 is a shift position detection switch that detects the gear position (including neutral) of the manual transmission 4. The sensor S6 detects the amount of depression of the clutch pedal 10. The switch S7 is a switch for manually selecting either the automatic mode or the manual mode by the driver. When the manual mode is selected, the clutch pedal 10 is operated only when the first electric motor 8 described later is running. In this mode, control for prompting (learning) an appropriate operation is executed. When the automatic mode is selected, control for prompting an appropriate operation of the clutch pedal is not performed.

  The controller U performs control of the inverter 41 (switching control between power generation and driving of the electric motors 2 and 8) and control of the clutch release means 20 (control of the linear solenoid valve 25). The control by the controller U is as follows. First, in a traveling state in which the accelerator pedal is depressed, the engine 1 is stopped and the first electric motor 8 when the vehicle speed is a low vehicle speed equal to or less than a predetermined vehicle speed and the accelerator opening is a low load equal to or less than the predetermined opening. It is assumed that the motor is running. That is, at the time of acceleration of the vehicle or at the time of steady running and starting, the drive wheels 7L and 7R are driven only by the second electric motor 8 by receiving electric power from the battery 40, and at the time of deceleration of the vehicle, the second electric motor 8 generates electric power. The battery 40 is charged with the generated power (regeneration). In addition, when the battery 40 is in a low power storage state where the power storage amount is equal to or less than the predetermined power storage amount, the second motor 2 is started with the driving force of the engine 1 after starting the engine 1 with the second motor 2, The battery 40 is charged with the electric power generated by the two electric motors 2 (the operation by the second electric motor 8 is continued). During such motor traveling, at least when the manual transmission 4 is in a non-neutral state, the clutch release means 20 is operated to disengage the clutch 3 (between the second electric motor 8 and the engine 1). . Thus, when the second electric motor 8 is operated, the engine 1 is prevented from becoming a resistance (preventing dragging of the engine 1), and the second electric motor 8 is efficiently operated. When the motor is running, it is possible to shift the manual transmission 4 itself (selecting a gear position according to the operating state of the change lever 4a).

  On the other hand, when the vehicle speed is higher than the predetermined vehicle speed or when the accelerator opening is larger than the predetermined opening, the second electric motor 8 is stopped and the drive wheels 7L and 7R are driven only by the engine 1. become. When the engine 1 travels, the driver travels while shifting to a desired gear stage by using both the operation of the change lever 4a and the operation of the clutch pedal 10 (installing a normal manual transmission). Drive exactly the same way) Note that, during traveling by only the engine 1, regeneration is executed by one or both of the first electric motor 8 and the second electric motor 2 when the vehicle is decelerated. Since the accelerator opening is frequently changed greatly, it is preferable to set a hysteresis for switching from traveling by only the engine 1 to traveling by the first electric motor 8 (for example, the accelerator opening is When it becomes less than the predetermined opening after becoming larger than the predetermined opening, it is delayed for a predetermined time set in advance and switched to traveling by only the first electric motor 8).

  Details of the control of the controller U will be described with reference to the flowcharts of FIGS. In the following description, Q indicates a step. First, at Q11 in FIG. 3 as the main flowchart, it is determined whether or not the accelerator is OFF (whether or not the accelerator opening is 0). When YES is determined in Q11, this is a time when regeneration is performed. In this case, first in Q12, the engine 1 is stopped. Thereafter, in Q13, the release hydraulic pressure is supplied to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q14, regeneration by the second electric motor 8 is executed. In Q14, since the engine 1 and the first electric motor 8 are cut off, the regenerative amount in the second electric motor 8 is increased so that the regenerative energy is further recovered by the drag resistance of the engine 1.

  After Q14, it is determined in Q15 whether or not the vehicle has stopped. If YES in Q15, the hydraulic pressure supplied from the clutch release means 20 to the hydraulic cylinder 36 is released in Q16 and the clutch 3 is returned to the engaged state, and then the routine returns. If the determination in Q15 is NO, the process returns without passing through Q16.

  If NO in Q11, the routine proceeds to Q17, where the hydraulic pressure in the hydraulic cylinder 36 is released (engagement of the clutch 3). Thereafter, at Q18, it is determined whether or not the charged amount of the battery 40 is larger than a predetermined value. The predetermined value in Q18 is sufficiently small (for example, the charged amount is 10%). If YES in Q18, it is determined in Q19 whether or not the current vehicle operating state determined from the vehicle speed and the accelerator opening is the motor travel region (engine travel region and motor travel region). Is stored in the storage means of the controller U as a map having the accelerator opening and the vehicle speed as parameters). If YES in Q19, the engine 1 is stopped in Q20. Thereafter, in Q21, the release hydraulic pressure is supplied from the clutch release means 20 to the hydraulic cylinder 36, and the clutch 3 is released. Thereafter, in Q22, traveling by the first electric motor 8 is executed as described later (drive and regeneration).

  If NO in Q18 or NO in Q19, the engine 1 travels in Q23 (the first electric motor 8 is not driven but regeneration is performed).

  Details of Q22 are shown in FIG. In FIG. 4, first, charge control to be described later is executed in Q31. Thereafter, in Q32, it is determined whether or not the automatic mode is selected by reading the operation state of the switch S7. When the determination in Q32 is YES, in Q33, the drive control of the electric motor 8 is performed without executing the control for learning the proper operation of the clutch pedal 10 (in the embodiment, the accelerator opening and the vehicle speed are set as parameters). The electric motor 8 is driven so as to have the driving torque set as

  When the determination in Q32 is NO, in Q34, as described later, the drive control of the electric motor 8 is performed with the control for learning (promoting) appropriate operation of the clutch pedal 10 being added.

  Details of Q31 are shown in FIG. In Q1 of FIG. 5, by reading the signal from the sensor 4, it is determined whether or not the charged amount of the battery 40 is equal to or less than a predetermined value. When the determination of Q1 is NO, the process proceeds to Q2 and the engine 1 is kept stopped. The predetermined value in Q1 is set to a value larger than the predetermined value that is the determination threshold value in Q18 of FIG. 3 (for example, the storage amount is 30%).

  If YES in Q1, the signal from the switch S5 is read in Q3 to determine whether or not the manual transmission 4 is in a non-neutral state. If YES in Q3, the hydraulic pressure is supplied to the hydraulic cylinder 36 by controlling the linear solenoid valve 25 in Q4, and the clutch 3 is turned off, that is, the engagement is released. Thereafter, in Q5, the second electric motor 2 is driven to start the engine 1, and in Q6, the second electric motor 2 is caused to generate electric power, and the generated electric power is charged in the battery 40. Since the clutch 3 is released when the second motor 2 is charged, the engine 1 does not receive the resistance of the manual transmission 4 and does not depend on the operating state of the first motor 8. 2 can be driven appropriately (efficient charging). If the determination in Q3 is NO, the process proceeds to Q5 without passing through Q4.

  Details of Q34 in FIG. 4 are shown in FIG. First, at Q41, the accelerator opening ACC, the current vehicle speed VS, and the current gear stage SP are read. Next, in Q42, based on the value read in Q41, the driving force DF by the engine 1 when the engine 1 is operated (the first electric motor 8 is not driven) is set for each gear position. It is determined from a map set with the accelerator opening ACC and the vehicle speed VS as parameters. This driving force DF is a driving force for driving the propeller shaft 5, and therefore, as shown in FIG. 7, the driving force DF is changed according to the gear stage SP of the manual transmission 4 (low gear stage). The driving force DF is so large that in FIG. 7 the illustrations for the 4th and 5th speeds are omitted).

  After Q42, in Q43, from the vehicle speed VS and the motor gear ratio of the first electric motor 8 (the rotation ratio with respect to the propeller shaft 5, which is 1 because it is a direct connection type in the embodiment), the rotational speed NM2 of the second electric motor 8 Is referenced. Thereafter, in Q44, the target motor torque TM2 is calculated from the driving force DF and the motor rotational speed NM2 described above (a torque such that the torque for driving the propeller shaft 5 becomes the driving force DF). In Q44, a torque command value RT for obtaining the target motor torque TM2 at the motor rotational speed NM2 is calculated based on a map as shown in FIG.

  After Q44, it is determined at Q45 whether or not the clutch pedal 10 has been depressed. If the determination at Q45 is NO, RT is output at Q46. At the time of RT output at Q46, as will be described later, when the operation of the clutch pedal 10 is inappropriate, a driving force vibration is applied by the electric motor 8.

  If the determination in Q45 is YES, the slip ratio α of the clutch 3 (0 to 1, 1 is the slip ratio when fully engaged) is determined in Q47 according to the amount of depression of the clutch pedal. Thereafter, in Q48, a value obtained by multiplying the torque command value RT determined in Q44 by α is set as a new torque command value RT. Thereafter, in Q49, the torque command value RT set in Q48 is output (the driving force of the propeller shaft 5 is set in accordance with the slip degree of the clutch 3).

  FIG. 9 shows an example of driving force vibration control by the electric motor 8 in Q46 of FIG. In the embodiment, as an inappropriate clutch pedal operation, the clutch pedal 10 is not depressed when the gear shift operation is performed, and the clutch pedal 10 is depressed when the vehicle speed is equal to or lower than the lower limit vehicle speed determined by the gear position. When there is not, the driving force vibration is applied by the electric motor 8 because it is an inappropriate clutch pedal operation.

  First, at Q61 in FIG. 9, the accelerator opening ACC, the vehicle speed VS, the shift position (currently selected shift speed) SP, and the clutch pedal depression amount CL are read. Thereafter, at Q62, based on the shift position SP and the vehicle speed VS, the rotational speed NE of the engine 1 when a case of traveling by the engine 1 is assumed is calculated. Thereafter, in Q63, the lower limit rotational speed NEL is read from the map shown in FIG. 10, and a deviation ΔNE obtained by subtracting the assumed engine rotational speed NE from the lower limit rotational speed NEL is calculated. The lower limit rotational speed NEL is a limit rotational speed at which the engine 1 does not cause surging when it is assumed that the engine 1 travels. Surging means that the engine 1 does not rotate smoothly and generates a large vibration, and when surging progresses (when the engine speed becomes excessively low), it leads to engine stall. The lower limit rotational speed NEL corresponds to the lower limit vehicle speed determined for each gear position.

  After Q63, at Q64, it is determined whether or not the deviation ΔNE is smaller than zero. If NO in Q64, the assumed engine speed NE is smaller than the lower limit engine speed NEL. In this case, it is determined in Q65 whether the clutch pedal 10 is depressed. Is done. If NO in Q64, the process proceeds to Q66 in order to apply driving force vibration. In Q66, the deviation ΔNE is multiplied by the control constant A to calculate the vibration level (the magnitude of the amplitude of the driving force vibration) SG. In Q67, the driving torque DF of the electric motor 8 is changed so as to generate this vibration level SG (realization of driving force vibration). The vibration level SG is preferably suppressed to a level smaller than the vibration level when the engine 1 actually generates surging (to ensure smooth driving, that is, traveling).

It is preferable to set the frequency of the driving force vibration in Q67 corresponding to the number of combustions of the engine 1 according to the engine speed at that time in order to give a real feeling (actually, the engine 1 is Set to the same frequency as the vibration that occurs when driving). More specifically, for example, when the engine 1 is a reciprocating type, the number of wheel rotations is n (rpm), the number of cylinders is N, the gear ratio of the differential gear 6 is DFG, and the gear ratio of the currently selected gear stage. Where TG is TG, the frequency f is calculated by the following equation.
f = (n / 60) × number of cylinders × (1/2) × DFG × TG

  After Q67, when YES is determined in Q64 or YES in Q65, it is determined in Q68 whether or not a shift operation is being performed. If YES in Q68, it is determined in Q69 whether or not the clutch pedal 10 is depressed. When the determination in Q69 is NO, it means that the clutch pedal 10 is not properly operated, and thus, in Q70, the driving force vibration by the electric motor 8 is applied. The level and frequency of the driving force vibration can be set in the same manner as the driving force vibration in Q67, but both the vibration level and frequency can be set to certain values (because the driver is alerted). , Set to a level that does not interfere with smooth driving and does not make the driver uncomfortable).

  FIG. 11 shows changes in various devices during acceleration when the motor is running (engine 1 is stopped). That is, a situation is shown in which the gear shifting operation is actively performed even when the motor is running and the gears are shifted up to the second speed, the third speed and the fourth speed. The torque of the first electric motor 8 is reduced as the vehicle speed is increased if the speed is the same (the same as in the case of traveling by the engine 1). The pedal 10 is depressed, and at this time, the driving torque of the first electric motor 8 is also reduced to zero. If the clutch pedal 10 is not depressed when shifting, a driving force vibration is applied by the electric motor 8 as described above.

  FIG. 12 shows changes in various devices during deceleration of the motor (engine 1 is stopped), particularly the state of regeneration. That is, when the vehicle travels, as the vehicle speed decreases, the regenerative power (regenerative energy) by the first electric motor 8 is reduced, and the first electric motor 8 is shifted down from the high speed stage to the low speed stage. The regenerative power by is increased again. Each time the clutch is operated for downshifting, the regeneration by the first electric motor 8 is temporarily stopped, and the regeneration mode is the same as when the engine brake is obtained by the engine 1. Even when the clutch pedal 10 is not depressed for shifting down, the driving force vibration is applied by the electric motor 8.

  FIG. 13 shows a time chart from the state in which the vehicle is stopped until the vehicle is stopped and then stopped again. First, before the time point t1, the vehicle speed is 0 and the vehicle is stopped. At this time, the clutch 3 is automatically disengaged by the clutch release means 20.

  At time t1, the accelerator is depressed, and the accelerator opening is increased until time t3 after time t2. At time t1 when the accelerator is stepped on, the first electric motor 8 is driven, and traveling by only the first electric motor 8 is started (start). Immediately before the time t1, the driver fastens the clutch pedal 10 from the depressed state (engaged release state) in the same manner as when shifting the manual transmission 4 to start traveling. However, the magnitude of the drive torque of the first electric motor 8 is adjusted according to the half-clutch state (meet state) of the clutch 3 and the accelerator opening. However, it is preferable to start the vehicle according to the driver's intention (the control at the time of starting can be executed even when the automatic mode is selected, but the torque fluctuation is not controlled in the automatic mode). .

  Between the time point t2 and the time point t3, the accelerator opening is larger than the predetermined opening, and a traveling region by the engine 1 alone is set. Immediately before this time t2, the first electric motor 2 is driven and the engine 1 is started (the clutch 3 remains automatically released). Until the time point t3, the driving of the first electric motor 8 is stopped, while the automatic release of the engagement by the clutch release means is released, and the clutch 3 is engaged (engaged according to the operation of the clutch pedal 10). And a region where switching between fastening and release is executed). In addition, when shifting to the traveling by the engine 1 alone, the shift to the traveling by the engine 1 only is performed after the rotation of the engine 1 is synchronized with the vehicle speed.

  At time t3, the accelerator opening is decreased and the motor travel region is reached. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is released, and the first electric motor is released. 8 is driven.

  At time t4, the accelerator opening is set to 0 although the vehicle is traveling. At this time, regeneration by the first electric motor 8 is executed.

  At time t5, the accelerator is greatly depressed and the acceleration request is detected. At this time, the first electric motor 8 is driven in a state where the clutch 3 is disengaged and released by the clutch release means 20, while the engine 1 is started by the second electric motor 2. At the time t6 when the start of the engine 1 is completed, the operation of the clutch release means 20 is stopped (the clutch 3 is engaged), and a transition to running by the engine 1 is made.

  The accelerator opening is increased from time t6 to time t7, and accordingly, the rotation of the engine 1 is also increased, and the vehicle speed is increased.

  At time t7, sudden deceleration is performed with the accelerator opening being zero. At this time, the engine 1 is stopped, the clutch release means 20 is operated, the clutch 3 is automatically engaged and released, and regeneration by the first electric motor 8 is executed. At time t9, the vehicle is stopped at a vehicle speed of 0, but at time t8 before that, the clutch pedal 10 is depressed by manual operation by the driver, and the clutch 3 is released (first motor 8). Regeneration by is continued). At time t9 when the vehicle is stopped, regeneration by the first electric motor 8 is stopped, and the release of the clutch 3 by the clutch release means 20 is continued.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The first electric motor 8 is not limited to being directly connected to the drive path of the engine 1, but may be connected to the drive path of the engine 1 via a clutch, for example, or connected to the drive path of the engine 1. The application of the driving force vibration by the electric motor 8 may be executed even when the clutch pedal 10 is not depressed immediately before the vehicle stops. In this case, for example, the clutch pedal 10 is moved immediately before shifting from Q15 to Q16 in FIG. It may be determined whether or not the stepping operation is performed, and when the clutch pedal 10 is not operated, a driving force vibration may be applied by the electric motor 8. Note that the driving force vibration is a warning to the driver to the last, so it is preferable to set the driving force vibration so as not to disturb smooth driving and to make the driver uncomfortable, for example, 5% to 8% of the driving torque of the electric motor 8. The upper and lower limits can be set.

  In the embodiment, the driving region is set so that the driving is performed only by the motor in the low load / low vehicle speed region, and the driving is performed only by the engine 1 in the other region. However, the setting of the driving region is appropriately changed. It can be done. For example, it can be set to execute driving by both the engine 1 and the first electric motor 8 when the load is high, or can be set to execute driving by the engine 1 and the electric motors 2 and 8 when the load is further high. . Further, at the time of acceleration at the time of driving by only the engine 1, it can be set to perform driving assistance by the second electric motor 2 instead of or in addition to driving assistance by the first electric motor 8. In FIG. 3, the determination at Q11 is shifted to Q17 when it is determined that the vehicle is not at the time of stopping as a determination of whether or not the vehicle is at a stop (for example, the vehicle speed is 0 and the accelerator opening is 0 or the brake operation is performed) (Regeneration control may be executed when deceleration is detected during control in Q23 or Q22).

  The clutch release means 20 is not limited to a hydraulic type, and may be an electromagnetic type. In this case, for example, the clutch 3 may be released by using a pressing force or a tensile force by an electromagnetic actuator. Further, instead of the linear solenoid valve 25, an ON / OFF valve may be used. When the first electric motor 8 is in operation (during driving or regeneration), the clutch release means 20 may automatically release and release the clutch 3 even if the manual transmission 4 is in the neutral state. It is preferable to prevent the clutch release means 20 from operating as much as possible (further improvement in fuel consumption). Further, the clutch solving means 20 may not be provided. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is an overall system diagram showing an embodiment of the present invention. The principal part systematic diagram which shows a clutch relevant part with an example of a clutch release means. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The time chart which shows the example of control of this invention. The flowchart which shows the example of control of this invention. The figure which shows an example of the map used for the example of control of this invention. The figure which shows an example of the map used for the example of control of this invention. The flowchart which shows the example of control which gives a driving force vibration. The figure which shows an example of the map used for the control of FIG. The time chart which shows the example of control of this invention. The time chart which shows the example of control of this invention. The time chart which shows the example of control of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1: Engine 2: 2nd electric motor 3: Clutch 4: Manual transmission 4a: Change lever 5: Propeller shaft 7L, 7R: Drive wheel 8: 1st electric motor 10: Clutch pedal 20: Clutch release means 40: Battery U: Controller S1: Sensor (accelerator opening)
S2: Sensor (vehicle speed)
S3: Sensor (charged amount)
S5: Switch (shift stage)
S6: Sensor (clutch pedal depression amount)

Claims (4)

A manual transmission that is shifted by manually operating the change lever;
An engine for driving wheels via the manual transmission;
A clutch that is interposed between the engine and the manual transmission and that is switched between engagement and disengagement by manually operating a clutch pedal;
An electric motor for driving wheels without going through the manual transmission;
Operation determination for determining whether or not the operation of the clutch pedal is appropriate in light of the traveling state when it is assumed that traveling is performed by the engine when traveling by the electric motor while the engine is stopped Means,
Vibration applying means for applying driving force vibration by the electric motor when the operation determining means determines that the operation of the clutch pedal is inappropriate when running with the electric motor while the engine is stopped; ,
A vehicle drive control device comprising: In claim 1,
The drive control device for a vehicle according to claim 1, wherein the operation determination means determines that the operation of the clutch pedal is inappropriate when the clutch pedal is not released during the shifting operation of the manual transmission. In claim 1,
The vehicle drive control, wherein the operation determination means determines that the operation of the clutch pedal is inappropriate when the clutch pedal is not released when the vehicle speed is equal to or lower than a predetermined vehicle speed including a stop. apparatus. A manual transmission that is shifted by manually operating a change lever, an engine that drives wheels via the manual transmission, and a clutch pedal that is interposed between the engine and the manual transmission are manually operated. A drive control method for a vehicle, comprising: a clutch that can be switched between engagement and disengagement, and an electric motor that drives a wheel without passing through the manual transmission,
Operation determination for determining whether or not the operation of the clutch pedal is appropriate in light of the traveling state when it is assumed that traveling is performed by the engine when traveling by the electric motor while the engine is stopped And the steps
When running with the electric motor while the engine is stopped, when the operation of the clutch pedal is determined to be inappropriate in the operation determining step, the motor is applied with vibration to give a driving force vibration. Steps,
A vehicle drive control method comprising:

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