JP5652118B2 - Vehicle travel control device and vehicle travel control method - Google Patents

Description

  The present invention relates to a travel control technique for a hybrid vehicle that travels using an engine and a motor as drive sources and using at least one of the engine and motor according to the travel state.

  As an apparatus for performing traveling control of a hybrid vehicle, for example, there is a technique described in Patent Document 1. In the hybrid vehicle control device disclosed in Patent Document 1, the power generation torque is switched by the shift range and the gradient of the travel path.

JP 2009-18719 A

However, in the control device disclosed in Patent Document 1, the absolute value of the power generation amount is defined by the gradient of the travel path. Therefore, in a transient state where the estimated engine torque deviates from the actual engine torque (actual output engine torque), the power generation amount (power generation torque) frequently increases and decreases, and the vehicle speed fluctuates due to fluctuations in the drive torque due to this increase and decrease. there were.
The present invention pays attention to the above points, and an object of the present invention is to suppress speed fluctuations caused by sudden fluctuations in the amount of power generated during automatic travel control of a hybrid vehicle.

  In order to solve the above-described problems, the present invention provides a required power generation torque calculating means for calculating a required power generation torque that is an engine rotation torque for generating the set target generated power, and an upper limit value of a change rate of the required power generation torque. A vehicle travel control device that controls travel of a hybrid vehicle provided with a limiting means for limiting In the vehicle travel control device of the present invention, the limiting means sets the upper limit value of the rate of change in the required power generation torque when the automatic travel control is being performed to be higher than the upper limit value when the normal travel control is being performed. Limit to small values.

  According to the present invention, it is possible to suppress speed fluctuations caused by sudden fluctuations in the required power generation torque during automatic running control in which the running state is automatically adjusted to maintain the running state in the target running state.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a figure which shows the structural example of the hybrid system which concerns on embodiment based on this invention. It is a figure which shows the flow of a basic signal in the integrated controller which concerns on embodiment based on this invention. It is a figure which shows the functional block of the integrated controller which concerns on embodiment based on this invention. It is a figure which shows the functional block of a target drive torque calculating part. It is a figure which shows the transition relationship of vehicle state mode. It is a flowchart which shows an example of the process sequence of a target torque calculation process. It is a flowchart which shows an example of the process sequence of a required electric power generation torque base calculating process. It is a flowchart which shows an example of the process sequence of a request | requirement engine electric power generation torque calculation process. It is a flowchart which shows an example of the process sequence of a target engine torque calculation process. It is a flowchart which shows an example of the process sequence of a target MG torque calculation process. It is a time chart which shows each characteristic, such as each engine torque including request engine power generation torque, MG torque, vehicle speed, and target vehicle speed at the time of cruise control at the time of performing power generation torque rate limiting processing concerning the present invention. It is a time chart which shows each characteristic, such as each engine torque including request engine power generation torque, MG torque, vehicle speed, target vehicle speed, etc. at the time of cruise control when not performing power generation torque rate restriction processing concerning the present invention.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment. The hybrid vehicle shown in FIG. 1 is an example of rear wheel drive, but the present invention can also be applied to front wheel drive.
(Configuration of drive system)
First, the configuration of the drive system (power train) will be described.
As shown in FIG. 1, the power train of the present embodiment includes an engine 1, a motor generator 2, an automatic transmission (automatic transmission (AT)) 3, a first clutch 4, a second clutch 5, and a differential. A gear 6, a left rear wheel (drive wheel) 7L, and a right rear wheel (drive wheel) 7R are provided.
The power train further includes an engine rotation sensor 10, an MG rotation sensor 11, an AT input rotation sensor 12, an AT output rotation sensor 13, an electric sub oil pump 14, and a mechanical oil pump 15.

Such a power train has a configuration in which the motor generator 2 and the automatic transmission 3 are interposed in the middle of the torque transmission path from the engine 1 to the left and right drive wheels 7L and 7R. Further, the first clutch 4 is interposed between the engine 1 and the motor generator 2. The second clutch 5 is interposed in the torque transmission path between the motor generator 2 and the left and right drive wheels 7L and 7R. In this example, the second clutch 5 constitutes a part of the automatic transmission 3. The automatic transmission 3 is connected to the left and right drive wheels 7L and 7R via a propeller shaft, a differential gear 6, and a drive shaft.
The engine 1 is a gasoline engine or a diesel engine. The engine 1 can control the valve opening degree of the throttle valve and the like based on a control command from an engine controller 22 described later. A flywheel may be provided on the output shaft of the engine 1.

  The motor generator 2 is a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, for example. The motor generator 2 can be controlled by applying a three-phase alternating current produced by an inverter 8 described later based on a control command from a motor controller 23 described later. The motor generator 2 can also operate as an electric motor that is driven to rotate by receiving electric power from a battery 9 described later (this state is referred to as “powering”). Further, when the rotor is rotated by an external force, the motor generator 2 can function as a generator that generates an electromotive force at both ends of the stator coil to charge the battery 9 (this operation state is referred to as “regeneration”. "). The rotor of the motor generator 2 is connected to the input shaft of the automatic transmission 3 via a damper (not shown).

  For example, the automatic transmission 3 automatically sets a stepped gear ratio such as forward 5th reverse 1st speed or forward 7th reverse 1st speed in accordance with a vehicle speed or a shift accelerator opening degree input from an integrated controller 21 described later. The transmission is switched to. Here, the second clutch 5 is not newly added as a dedicated clutch, but some frictional engagement elements among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 3 are diverted. Configure.

  The first clutch 4 is a hydraulic single plate clutch interposed between the engine 1 and the motor generator 2. The first clutch 4 is engaged by a control oil pressure generated by a first clutch hydraulic unit (not shown) described later so as to obtain an input target clutch transmission torque based on a control command from the integrated controller 21 described later. Or it will be in an open state. The fastening / opening includes sliding fastening and sliding opening.

The second clutch 5 is a hydraulic multi-plate clutch. The second clutch 5 is brought into an engaged state or a released state according to a control oil pressure generated by a second clutch hydraulic unit described later so as to obtain a target clutch transmission torque based on a control command from the integrated controller 21 described later. The fastening / opening includes sliding fastening and sliding opening.
Here, although the case where the second clutch 5 is configured as a part of the automatic transmission 3 is illustrated in the present embodiment, the present invention is not limited to this. The second clutch 5 may be arranged between the motor generator 2 and the automatic transmission 3 or between the automatic transmission 3 and the differential gear 6.

  Each wheel is provided with a brake unit (not shown). Each brake unit includes, for example, a disc brake and a drum brake. Each brake unit may be a hydraulic brake device or an electric brake device. Each brake unit applies a braking force to the corresponding wheel in response to a command from the brake controller 25. Note that the brake unit need not be provided on all wheels.

The engine rotation sensor 10 is a sensor that detects the number of rotations of the engine 1.
The MG rotation sensor 11 is configured by a resolver or the like and detects the motor rotation speed of the motor generator 2.
The AT input rotation sensor 12 is a sensor that detects the rotation speed of the input shaft of the automatic transmission 3.
The AT output rotation sensor 13 is a sensor that detects the rotation speed of the output shaft of the automatic transmission 3.

The electric sub oil pump 14 is a pump that generates hydraulic pressure for the first clutch 4.
The mechanical oil pump 15 is a pump that generates hydraulic pressure for the second clutch 5.
The first clutch hydraulic unit is, for example, a proportional control type actuator that changes the stroke position of a valve (plunger) in accordance with an applied current and controls the flow rate of oil by changing the opening area of the valve portion. The first clutch hydraulic unit is stroke-controlled according to a command signal (control current) from an AT controller 24 described later, and controls the hydraulic pressure supplied to the first clutch 4.

The second clutch hydraulic unit is, for example, an AT hydraulic control valve, and is a proportional control type actuator similar to the first clutch hydraulic unit. The second clutch hydraulic unit is stroke-controlled according to a command signal (control current) from an AT controller 24 described later, and controls the hydraulic pressure supplied to the second clutch 5.
Further, the power train has a first clutch hydraulic pressure sensor that detects the hydraulic pressure supplied to the first clutch 4. The first clutch oil pressure sensor outputs the detected oil pressure information to the AT controller 24.
Further, the power train has a second clutch hydraulic pressure sensor that detects the hydraulic pressure supplied to the second clutch 5. The second clutch oil pressure sensor outputs the detected oil pressure information to the AT controller 24.

(Control system configuration)
Next, the configuration of the control system of the hybrid vehicle will be described.
FIG. 2 is a configuration diagram illustrating a control system of the hybrid vehicle.
As shown in FIG. 2, the control system of the hybrid vehicle includes an inverter 8, a battery 9, a voltage sensor 18, a current sensor 19, an APO sensor (accelerator sensor) 20, wheel speed sensors 27L and 27R, a brake A switch (SW) 29, an accelerator pedal 33, a pedal actuator 34, and a meter 35 are provided.

Inverter 8 is a high-voltage inverter that converts a direct current from battery 9 into an alternating current and generates a drive current for motor generator 2. Further, inverter 8 converts the alternating current from motor generator 2 into a direct current, and generates a charging current for battery 9.
The battery 9 is a high voltage battery that supplies electric power to the motor generator 2 via the inverter 8 and accumulates regenerative energy from the motor generator 2 via the inverter 8.

The voltage sensor 18 is a sensor that detects the voltage of the battery 9. The voltage sensor 18 outputs the detected voltage information to the battery controller 26.
The current sensor 19 is a sensor that detects the current of the battery 9. The current sensor 19 outputs the detected current information to the battery controller 26.
The accelerator sensor 20 is a sensor that detects the accelerator opening APO of the accelerator pedal 33. The accelerator sensor 20 outputs the detected accelerator opening APO information to the integrated controller 21.

The wheel speed sensor 27L is a sensor that generates a pulse signal indicating a frequency or a rotation cycle according to the rotation speed of the wheel, and detects the rotation speed of the left drive wheel 7L. The wheel speed sensor 27L outputs the detected wheel speed information of the left driving wheel 7L to the brake controller 25.
The wheel speed sensor 27R is a sensor that generates a pulse signal indicating a frequency or a rotation cycle according to the rotation speed of the wheel, and detects the rotation speed of the right drive wheel 7R. The wheel speed sensor 27R outputs the detected wheel speed information of the right drive wheel 7R to the brake controller 25.

Further, the vehicle speed information obtained from the wheel speed information is output from the brake controller 25 to the integrated controller 21 and the inter-vehicle controller 31.
The wheel speed sensors 27L and 27R are provided so as to detect the wheel speeds of the left and right drive wheels (rear wheels) 7L and 7R, respectively, as shown in FIG. 1, but the left and right driven wheels (front wheels) (not shown) are provided. May also be provided.
The brake switch 29 is a switch that detects an operation of a brake pedal (not shown).

The accelerator pedal 33 is depressed by the driver to change the accelerator opening APO to a preset size according to the depression amount.
The pedal actuator 34 is an actuator that applies a pedal reaction force according to a command from the inter-vehicle controller 31 to the accelerator pedal 33.
The meter 35 is a meter for presenting the driving state to the driver. The meter 35 displays information such as auto cruise.

As shown in FIG. 2, the hybrid vehicle control system further includes an integrated controller 21, an engine controller 22, a motor controller 23, an AT controller 24, a brake controller 25, and a battery controller 26.
The integrated controller 21, the engine controller 22, the motor controller 23, the AT controller 24, and the brake controller 25 are connected via a CAN communication line (not shown) that can exchange information with each other.
The integrated controller 21 manages the energy consumption of the entire vehicle and bears a function for running the vehicle with the highest efficiency.

  The integrated controller 21 detects an engine speed sensor 10 that detects an engine speed Ne, an MG speed sensor 11 that detects a motor speed Nm, an AT input speed sensor 12 that detects a transmission input speed, and a transmission output speed. Information from the AT output rotation sensor 13 is input. Further, the integrated controller 21 inputs accelerator opening APO information from the accelerator sensor 20 and information on the storage state SOC of the battery 9 from the battery controller 26. Further, the integrated controller 21 outputs information acquired via the CAN communication line.

  Further, the integrated controller 21 executes operation control of the engine 1 in accordance with a control command to the engine controller 22. The integrated controller 21 performs operation control of the motor generator 2 according to a control command to the motor controller 23. The integrated controller 21 executes engagement / disengagement control of the first clutch 4 according to a control command to the AT controller 24. The integrated controller 21 executes the engagement / release control of the second clutch 5 according to a control command to the AT controller 24.

The engine controller 22 inputs engine speed information from the engine speed sensor 10. Then, the engine controller 22 outputs a command for controlling the engine operating point (Ne, Te) according to the target engine torque or the like from the integrated controller 21, for example, to a throttle valve actuator (not shown). Information about the engine speed Ne is acquired from the integrated controller 21 via the CAN communication line.
The motor controller 23 inputs information from the MG rotation sensor 11 that detects the rotor rotation position of the motor generator 2. Then, the motor controller 23 outputs a command for controlling the motor operating point (Nm, Tm) of the motor generator 2 to the inverter 8 in accordance with the target motor torque, the rotational speed command, etc. from the integrated controller 21.

  The AT controller 24 is a sensor from a first hydraulic pressure sensor (not shown) that detects the hydraulic pressure supplied to the first clutch 4 and a second clutch hydraulic pressure sensor (not shown) that detects the hydraulic pressure supplied to the second clutch 5. Enter information. Then, the AT controller 24 responds to accelerator opening APO information, vehicle speed information, and first and second clutch control commands (target first clutch torque, target second clutch torque) from the integrated controller 21 in the second shift control. Prior to the control of the clutch 5, a control command for controlling the engagement / disengagement of the second clutch 5 is output to the second clutch hydraulic unit in the AT oil pressure control valve, and the control for controlling the engagement / disengagement of the first clutch 4 is performed. The command is output to a first clutch hydraulic unit (not shown).

  The brake controller 25 inputs sensor information from the wheel speed sensors 27L and 27R for detecting the respective wheel speeds of the rear wheels and the brake stroke sensor. The brake controller 25 calculates a target deceleration based on the stroke amount of the brake pedal, the braking request amount from the inter-vehicle controller 31 and the vehicle speed in a preset control cycle. The brake controller 25 distributes the braking force to the target regenerative braking request torque using the target deceleration as the rotational braking force and the target hydraulic braking force as the mechanical braking force (hydraulic braking force) as the regenerative cooperative brake control. Then, the cooperative regenerative brake request torque is output to the motor generator 2 control unit of the integrated controller 21. The target hydraulic braking force is output to the hydraulic braking force device. For example, the brake controller 25 performs regenerative cooperative brake control when the regenerative braking force is insufficient with respect to the required braking force obtained from the brake stroke BS or the like at the time of brake depression. Then, regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 21 so that the shortage is compensated by mechanical braking force (hydraulic braking force or motor generator 2 braking force).

The battery controller 26 monitors the battery SOC that represents the state of charge of the battery 9. The battery controller 26 supplies the battery SOC information to the integrated controller 21 via the CAN communication line as control information for the motor generator 2 or the like.
The hybrid vehicle control system further includes a steering switch (SW) 28, a cruise cancel switch (SW) 30, an inter-vehicle controller 31, and a radar unit 32.

Note that the inter-vehicle controller 31, the integrated controller 21, the engine controller 22, the motor controller 23, the AT controller 24, and the brake controller 25 are connected via the CAN communication line.
The steering switch 28 is an operator for a driver to start automatic cruise traveling, which is automatic traveling control, or to change a traveling condition (target vehicle speed). Here, the auto cruise traveling of the present embodiment includes both constant speed traveling control (constant speed cruise) and inter-vehicle control (inter-vehicle cruise).

The cruise cancel switch 30 is a switch provided on the brake pedal. The cruise cancel switch 30 is an operator for instructing the end of the automatic cruise traveling that is automatic traveling control. The steering switch 28 also has a switch for instructing the end of the auto cruise. In the present embodiment, this switch is also referred to as a cruise cancel switch 30.
The radar unit 32 detects a preceding vehicle ahead of the vehicle, and outputs the detected preceding vehicle information to the inter-vehicle distance controller 31.

  The inter-vehicle controller 31 receives information on the steering switch 28 set by the driver, cruise control operation permission state, and other necessary information from the integrated controller 21. Then, the inter-vehicle distance controller 31 determines whether or not to implement inter-vehicle distance control for the preceding vehicle based on information from the integrated controller 21. When the inter-vehicle controller 31 determines that the inter-vehicle control is to be performed, the target inter-vehicle distance with respect to the preceding vehicle is determined based on the vehicle speed, information on the preceding vehicle based on the detection of the radar unit 32 (such as the inter-vehicle distance and relative speed). And target acceleration and target deceleration for calculating the target inter-vehicle time. Furthermore, the inter-vehicle controller 31 outputs the obtained target acceleration to the integrated controller 21 as inter-vehicle cruise request torque (ACC required torque). Further, the inter-vehicle controller 31 outputs the obtained target deceleration to the brake controller 25 as a braking request torque.

  The inter-vehicle distance controller 31 includes a DCA (Distance Control Assist) control unit 31A. The DCA control unit 31A calculates a pedal reaction force command based on accelerator opening APO information received from the integrated controller 21, vehicle speed information based on detection by the wheel speed sensor 27, and information from the radar unit 32. Then, the DCA control unit 31A outputs the calculated reaction force command to the pedal actuator 34 as support information for the driver to keep the distance from the preceding vehicle. Thereby, the pedal actuator 34 gives a reaction force to the accelerator pedal 33 input according to the reaction force command.

(Basic operation mode)
Next, the basic operation mode in the hybrid vehicle of this embodiment will be described.
If the battery SOC is low while the vehicle is stopped, the engine 1 is started to generate electric power, and the battery 9 is charged. When the battery SOC is in the normal range, the first clutch 4 is engaged and the second clutch 5 is released, and the engine 1 is stopped.
At the time of starting by the engine 1, the motor generator 2 is rotated according to the accelerator opening APO and the battery SOC state to switch to power running / power generation.

Motor running (EV mode) secures the motor torque and battery output necessary for starting the engine, and shifts to engine running if insufficient. Further, when the vehicle speed exceeds a predetermined vehicle speed set in advance based on a preset map or the like, the motor drive (EV mode) is shifted to the engine drive (HEV mode). When the engine is running, the motor generator 2 assists the engine torque delay in order to improve the response when the accelerator is depressed. That is, while the engine is running, there is a mode in which the vehicle runs with only the power of the engine 1 or with both the power of the engine 1 and the motor generator 2.
At the time of brake-on deceleration, a deceleration force corresponding to the driver's brake operation is obtained by regenerative cooperative brake control.
At the time of shifting during engine traveling or motor traveling, the motor generator 2 is regenerated / powered to adjust the rotational speed associated with shifting during acceleration / deceleration, and smooth shifting without a torque converter is performed.

FIG. 3 illustrates a schematic configuration diagram illustrating a basic flow of basic command values in the control of the integrated controller 21 of the present embodiment. FIG. 4 is a functional block diagram functionally illustrating the control of the integrated controller 21 of the present embodiment.
Next, a part related to the present invention in the braking / driving control process executed by the integrated controller 21 will be described.
As shown in FIG. 4, the integrated controller 21 includes a required power generation torque base calculation unit 21A, a required engine power generation torque calculation unit 21B, a motor output possible torque calculation unit 21C, a target drive torque calculation unit 21D, and a vehicle state mode. A determination unit 21E, an engine start control unit 21F, an engine stop control unit 21G, a target engine torque calculation unit 21H, a target motor torque calculation unit 21J, and a target clutch torque calculation unit 21K are provided.

  The required power generation torque base calculation unit 21 </ b> A calculates target generated power to be generated by the motor generator 2 based on battery information such as SOC from the battery controller 26. Further, based on the calculated target generated power, a required power generation torque base that is a base of the required engine power generation torque to be generated by the engine 1 is calculated. Further, based on the input shaft rotation speed from the MG rotation sensor 11 or the AT input rotation sensor 12, the calculated required power generation torque base is corrected so as to use the engine optimum operating point.

The required engine power generation torque calculation unit 21B sets a rate limit for the required power generation torque base based on the running state and the like. Then, the required power generation torque base is corrected based on the set rate limit, and the required engine power generation torque is calculated.
The motor output possible torque calculation unit 21C calculates motor output possible torque that can be output by the motor generator 2 based on battery information such as SOC from the battery controller 26, vehicle speed, and the like.

As shown in FIG. 5, the target drive torque calculator 21D of the present embodiment includes a driver request torque calculator 21Da, an automatic control request torque calculator 21Db, a first target drive torque calculator 21Dc, and a vehicle speed limiter torque calculator. Unit 21Dd and final target drive torque calculation unit 21De.
The driver request torque calculation unit 21Da calculates the driver request torque based on at least the accelerator opening APO information of the accelerator pedal 33 and the vehicle speed. In the example shown in FIG. 3, the driver request torque calculation unit 21Da inputs the accelerator opening APO and the transmission input rotation speed, and calculates the basic driver request torque with reference to the base torque map. Further, the first correction torque is calculated based on the vehicle speed with reference to the creep / coast driving force table. Further, the second correction torque is calculated with reference to the MG assist torque MAP based on the accelerator opening APO information, the transmission input rotation speed, and the power limit information based on the SOC or the like. Then, the driver request torque calculation unit 21Da calculates a final driver request torque based on the calculated basic driver request torque, the first correction torque, and the second correction torque.

  The automatic control request torque calculation unit 21Db outputs the operation information of the steering switch 28 and the ACC permission signal to the inter-vehicle controller 31 and inputs the inter-vehicle cruise request torque (ACC required torque) from the inter-vehicle controller 31. Further, the automatic control request torque calculation unit 21Db is set to a set vehicle speed based on the set vehicle speed set by the steering switch 28 and the current vehicle speed when an ASC (automatic speed control (also referred to as constant speed traveling control)) operation is performed. The cruise demand torque for feedback control is calculated. Then, the automatic control request torque calculation unit 21Db selects one of the ACC request torque and the ASC request torque as the automatic control request torque according to the presence or absence of the ACC operation (operation of inter-vehicle control) during the ASC operation. Here, at the time of ACC operation, processing is performed so that the ACC required torque is selected with priority over the cruise required torque.

The first target drive torque calculation unit 21Dc performs a select high of the driver request torque calculated by the driver request torque calculation unit 21Da and the automatic control request torque calculated by the automatic control request torque calculation unit 21Db. One target drive torque is selected and output.
The vehicle speed limiter torque calculation unit 21Dd calculates a vehicle speed limiter torque for setting the vehicle speed to be equal to or lower than the upper limit vehicle speed based on the set vehicle speed set by the steering switch 28 and the current vehicle speed.
The final target drive torque calculation unit 21De performs a select low between the first target drive torque output by the first target drive torque calculation unit 21Dc and the vehicle speed limiter torque calculated by the vehicle speed limiter torque calculation unit 21Dd. That is, the target drive torque is obtained by limiting the first target drive torque with the vehicle speed limiter torque.

  The vehicle state mode determination unit 21E determines the vehicle state mode region map (EV-HEV) based on the accelerator opening APO, vehicle speed information (or transmission output speed), motor output possible torque, required engine power generation torque, and target drive torque. A target vehicle state mode (EV mode, HEV mode) is determined with reference to a transition map). For example, when the torque obtained by adding the cranking torque necessary for starting the engine 1 to the target drive torque for vehicle braking / driving control falls below the torque that the motor generator 2 can output, the operation mode is switched from the HEV mode to the EV mode. Transition. Further, when there is a required engine power generation torque due to a request for battery charging or the like, the target vehicle state mode to be targeted is set to HEV mode. If the current vehicle state mode is the EV mode and the target vehicle state mode is the HEV mode, the engine start sequence is processed. Further, when the current vehicle state mode is the HEV mode and the target vehicle state mode is the EV mode, the engine stop sequence is processed.

  Here, as shown in FIG. 6, the vehicle state mode includes an HEV mode, an EV mode, and an engine stop sequence mode and an engine start sequence mode that are modes at the time of transition. The HEV mode is a vehicle state mode in which the vehicle travels with at least the engine 1 as a drive source. The mode of the engine stop sequence is a vehicle state mode at the time of transition when shifting from the HEV mode to the EV mode. The engine start sequence mode is a vehicle state mode at the time of transition from the EV mode to the HEV mode. When the current vehicle state mode and the target vehicle state mode are the same, the previous state mode is maintained. For example, when the current vehicle state mode is the EV mode and the target vehicle state mode is also the EV mode, the vehicle state mode is set to the EV mode. When the current vehicle state mode is the HEV mode and the target vehicle state mode is also the HEV mode, the vehicle state mode is set to the HEV mode. On the other hand, when the current vehicle state mode is the EV mode and the target vehicle state mode is the HEV mode, or when the current vehicle state mode is the HEV mode and the target vehicle state mode is the EV mode, the transition mode of the engine 1 Until the stop or start process is completed, the engine stop sequence mode or the engine start sequence mode is entered.

Moreover, the vehicle state mode determination part 21E determines about an engine stop. The vehicle state mode determination unit 21E of the present embodiment turns off the engine start request flag when any of the following conditions is satisfied. If none of the following conditions is satisfied, the engine start request flag is turned ON.
・ Accelerator opening APO is less than preset engine stop opening ・ Automatic control request torque (target drive torque) is less than preset engine stop torque However, if there is a stop prohibition request due to a system request, an engine start request flag Set to ON. The stop prohibition request due to the system request is, for example, when the SOC is lower than a preset value (SOC start determination value), when the water temperature is lower than the preset temperature, or when the vehicle speed is equal to or higher than the allowable rotational speed of the motor generator 2. And so on. In this embodiment, when there is an engine stop prohibition request based on the SOC stop determination value (1) or an engine stop prohibition request based on the engine stop timer determination value (2), the engine start request flag is turned on. And

When the engine start request flag is ON, if the EV mode is not set, processing for operating the engine stop control unit 21G is executed.
The engine start control unit 21F operates when the engine start request flag is ON, performs a process of starting the engine 1 while the motor is running, and performs a transition process to the HEV mode.
Specifically, when the engine start control unit 21F acquires the engine start command (the engine start request flag is ON), the engine start control unit 21F first outputs a target second clutch torque command for setting the second clutch 5 to the target clutch transmission torque. 24. The target second clutch transmission torque command is a transmission torque command capable of transmitting a torque equivalent to the output torque before the engine starting process, and affects the output shaft torque even if the driving force output from the motor generator 2 is increased. There is no range. Here, the AT controller 24 controls the second clutch hydraulic unit so that the clutch hydraulic pressure according to the command is generated.

  Next, the engine start control unit 21F outputs to the motor controller 23 a command for controlling the rotational speed of the motor generator 2. The actual torque of motor generator 2 is determined by the load acting on motor generator 2. Subsequently, a torque command is output to the AT controller 24 so that the torque transmission torque of the first clutch 4 becomes the torque for engine cranking. Subsequently, when it is detected that the engine rotation speed and the motor rotation speed are synchronized, a command for completely engaging the first clutch 4 is output as the end of the cranking process. The synchronization determination of the first clutch 4 is determined to be synchronized when a specified time elapses when the differential rotation between the actual motor rotation and the actual engine rotation is equal to or less than a specified value. The specified value sets a differential rotation corresponding to a response dead time when shifting from the first clutch 4 to the fully engaged state. Further, when it is detected that the engine speed is equal to or higher than the startable speed, an engine start command is output to the engine controller 22.

The engine stop control unit 21G is activated when an engine stop command (engine start request flag is OFF) is acquired, and performs a transition process from engine running to EV mode in which the engine is stopped and the motor generator 2 is driven.
Specifically, the engine stop control unit 21G starts upon acquiring an engine stop command (the engine start request flag is OFF), and first sets a preset torque for slidingly engaging the first clutch 4 with respect to the AT controller 24. Outputs a command. In synchronization, a command for controlling the rotational speed of the motor generator 2 is output to the motor controller 23. Thereby, while reducing the torque from the engine 1 by the first clutch 4, the motor torque is increased to obtain the target drive torque. When the target motor torque becomes the target drive torque, a target first clutch torque command for setting the first clutch 4 to target clutch transmission torque = 0 is output to the AT controller 24. Thereafter, zero is output as the target engine torque to the engine controller 22. As a result, the engine is fuel cut (F / C), and the engine is idling.

  The target engine torque calculation unit 21H is based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed, target drive torque, and requested engine power generation torque required for power generation. Calculate (command engine torque). Note that when the target vehicle state mode is the EV mode, the engine torque is unnecessary, so the target engine torque is zero or a negative value. Further, when a preset F / C (fuel cut) condition is satisfied, F / C for the engine 1 is instructed, and the engine 1 rotates in a no-load state when the first clutch 4 is in an open state. It will be in a state of idling.

  The target motor torque calculation unit 21J is based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed information and information indicating the state of the first clutch, target drive torque, and requested power generation torque. Calculate the motor torque. Specifically, the target engine torque is subjected to delay correction (filtering) or the like to calculate the estimated engine torque, and the effective CL1 torque is calculated by reflecting the state of the first clutch 1 in the estimated engine torque. A value obtained by subtracting the effective CL1 torque from the target drive torque is set as the target motor torque. When there is an input of regenerative brake request torque (<0) from another control unit, the value obtained by adding the regenerative brake request torque to the target motor torque is the final target motor torque (command MG torque). To do.

  The target clutch torque calculation unit 21K calculates the target clutch torques of the first clutch 4 and the second clutch 5 based on the target vehicle state mode determined by the vehicle state mode determination unit 21E and the torque generated by the engine 1 and the motor generator 2. To do. In the EV mode state, an opening command for releasing the first clutch 4 is output to the AT controller 24, and an engagement command or a sliding engagement command for the second clutch 5 is output to the AT controller 24. While the 1 clutch 4 is in an open state, the second clutch 5 is in an engaged state or a sliding engaged state. Further, in the HEV mode state, an engagement command for engaging the first clutch 4 is output to the AT controller 24, and an engagement command for the second clutch 5 is output to the AT controller 24. The second clutch 5 is brought into an engaged state while being brought into an engaged state. In addition, in the case of engine start or stop processing, the clutch torque that results in the above-described engagement / release state is calculated.

  In the example shown in FIG. 3, the estimated accelerator opening calculation unit 21L performs a select low between the automatic control request torque output from the automatic control request torque calculation unit 21Db and the vehicle speed limiter torque calculated by the vehicle speed limiter torque calculation unit 21Dd. To do. As a result, the smaller one of the automatic control request torque and the vehicle speed limiter torque (target drive torque) is selected. Then, a corresponding estimated accelerator opening (VAPO) is calculated by calculating backward from the selected target drive torque and the transmission input rotational speed. The estimated accelerator opening calculation unit 21L outputs the calculated estimated accelerator opening to the AT controller 24 as a shift accelerator opening.

(Target torque (command torque) calculation process)
Next, based on FIG. 7, the processing procedure of the target torque calculation process performed in the integrated controller 21 is demonstrated.
Here, FIG. 7 is a flowchart showing an example of the processing procedure of the target torque calculation processing.
When the program is executed and the target torque calculation process is executed in the integrated controller 21, as shown in FIG. 7, first, the process proceeds to step S100.
In step S100, the target drive torque calculation unit 21D calculates the target drive torque. Then, the calculated target drive torque is output to the vehicle state mode determination unit 21E, the target engine torque calculation unit 21H, and the target motor torque calculation unit 21J, respectively, and the process proceeds to step S102.

In step S102, the required power generation torque base calculation unit 21A executes a required power generation torque base calculation process to calculate the required power generation torque base. Then, the calculated required power generation torque base is output to the required engine power generation torque calculation unit 21B, and the process proceeds to step S104.
In step S104, the required engine power generation torque calculation unit 21B executes a required engine power generation torque calculation process to calculate the required engine power generation torque. Then, the calculated requested engine power generation torque is output to the vehicle state mode determination unit 21E and the target engine torque calculation unit 21H, respectively, and the process proceeds to step S106.

In step S106, the target engine torque calculation unit 21H executes target engine torque calculation processing to calculate the target engine torque. Then, the calculated target engine torque is output to the engine controller 22 and the target motor torque calculation unit 21J, respectively, and the process proceeds to step S108.
In step S108, the target motor torque calculation unit 21J executes target motor torque calculation processing to calculate a target motor torque (target MG torque). Then, the calculated target MG torque is output to the motor controller 23, a series of processing is terminated, and the processing returns to the original processing.

(Required power generation torque base calculation processing)
Next, based on FIG. 8, the processing procedure of the required power generation torque base calculation process performed by the required power generation torque base calculation unit 21A in step S102 will be described.
Here, FIG. 8 is a flowchart illustrating an example of a processing procedure of the required power generation torque base calculation processing.
When the required power generation torque base calculation process is executed in step S102, first, the process proceeds to step S200 as shown in FIG.
In step S200, the required power generation torque base calculation unit 21A calculates the target generated power to be generated by the motor generator 2 based on the SOC from the battery controller 26, and the process proceeds to step S202.

In step S202, the required power generation torque base calculation unit 21A calculates the required power generation torque base based on the target generated power calculated in step S200 and the input shaft rotational speed from the MG rotation sensor 11 or the AT input rotation sensor 12. Then, the process proceeds to step S204.
Specifically, the required power generation torque base is calculated by converting the torque from the target generated power and the input shaft rotational speed.
In step S204, the required power generation torque base calculation unit 21A corrects the required power generation torque base calculated in step S202 based on the input shaft rotational speed from the MG rotation sensor 11 or the AT input rotation sensor 12, The process proceeds to S206.
Specifically, the power generation torque is corrected so as to use the engine optimum operating point based on the input shaft rotational speed.

  In step S206, the required power generation torque base calculation unit 21A compares the target drive torque from the target drive torque calculation unit 21D with the set coast determination torque, and determines whether the target drive torque is equal to or less than the coast determination torque. Determine. If it is determined that the coast determination torque is equal to or less than the coast determination torque (Yes), the process proceeds to step S208. If not (No), it is determined that the corrected required power generation torque base is calculated in step S204. The data is output to the unit 21B, the series of processes is terminated, and the process returns to the original process.

  The coast determination torque is set to a value in the vicinity of “0 [Nm]”, for example, and the coast condition is satisfied when the target drive torque uses a torque equal to or less than the coast determination torque to maintain the target vehicle speed. In this embodiment, when it is determined that the coast condition is satisfied, the coast determination flag is set to “ON”, and when it is determined that the coast condition is not satisfied, the coast determination flag is set to “OFF”. Set.

The coast condition is satisfied in a state where the torque is negative, for example, when the running resistance (R / L) is low (low vehicle speed, downward gradient, etc.) or when the actual drive torque is larger than the command torque. When the coast condition is satisfied, the battery 9 can be charged by the regenerative energy of the motor generator 2, so that the power generation by the rotational torque of the engine 1 is stopped.
When the process proceeds to step S208, the required power generation torque base calculation unit 21A sets the value of the required power generation torque base to “0 [Nm]” and outputs the set required power generation torque base to the request engine power generation torque calculation unit 21B. Then, a series of processing ends, and the processing returns to the original processing.
That is, by setting the value of the required power generation torque base to “0 [Nm]”, power generation by the rotational torque of the engine 1 is stopped.

(Required engine power generation torque calculation processing)
Next, based on FIG. 9, the processing procedure of the required engine power generation torque calculation process performed by the required engine power generation torque calculation unit 21B in step S104 will be described.
Here, FIG. 9 is a flowchart showing an example of a processing procedure of the required engine power generation torque calculation processing.
When the requested engine power generation torque calculation process is executed in step S104, the process first proceeds to step S300 as shown in FIG.
In step S300, the required engine power generation torque calculation unit 21B obtains the required power generation torque base from the required power generation torque base calculation unit 21A, and the process proceeds to step S302.

In step S302, the requested engine power generation torque calculation unit 21B determines whether or not a shift is being performed based on information indicating the shift state from the AT controller 24 (for example, information indicating engagement, disengagement, and slip engagement of the second clutch 5). To do. If it is determined that the gear is being shifted (for example, in a slip engagement state) (Yes), the process proceeds to step S304, and if not (No), the process proceeds to step S308.
When the process proceeds to step S304, the required engine power generation torque calculation unit 21B sets a shift rate limit as the upper limit value of the change rate of the required engine power generation torque, and the process proceeds to step S320.

On the other hand, if it is determined in step S302 that the gear is not being shifted and the process proceeds to step S306, the requested engine power generation torque calculation unit 21B determines whether cruise control is being performed. If it is determined that cruise control is being performed (Yes), the process proceeds to step S308, and if not (No), the process proceeds to step S314.
When the process proceeds to step S308, the requested engine power generation torque calculation unit 21B determines whether or not the coast determination is being performed. When it is determined that the coast determination is being performed (Yes), the process proceeds to step S310; When it determines (No), it transfers to step S312.

When the process proceeds to step S310, the requested engine power generation torque calculation unit 21B sets a cruise coast rate limit, and the process proceeds to step S320.
When the process proceeds to step S312, the requested engine power generation torque calculation unit 21B sets a non-cruise coast rate limit, and the process proceeds to step S320.
In Step S306, when it is determined that the cruise control is not being performed and the process proceeds to Step S314, the requested engine power generation torque calculation unit 21B determines whether coast determination is being performed. If it is determined that the coast determination is in progress (Yes), the process proceeds to step S316, and if not (No), the process proceeds to step S318.

When the process proceeds to step S316, the requested engine power generation torque calculation unit 21B sets a coast rate limit, and the process proceeds to step S320.
On the other hand, when the process proceeds to step S318, the requested engine power generation torque calculation unit 21B sets a non-coast rate limit, and the process proceeds to step S320.
In step S320, the required engine power generation torque calculation unit 21B calculates the required engine power generation torque based on the rate limit set in any of the above steps S304, S310, S312, S316, and S318. Then, the calculated requested engine power generation torque is output to the vehicle state mode determination unit 21E and the target engine torque calculation unit 21H, respectively, and a series of processes is terminated, and the process returns to the original process.

In the present embodiment, it is requested that the rate of change when changing the required engine power generation torque is gradually changed to the target required engine power generation torque so that the rate of change does not exceed a predetermined rate limit. Processing for limiting the upper limit of the rate of change in engine power generation torque is performed.
In other words, it is determined whether the rate of change of the requested engine power generation torque calculated this time with respect to the previously calculated same torque exceeds the rate limit. If it is determined that the rate limit has exceeded, the rate limit change rate should not be exceeded. Then, the requested engine power generation torque calculated this time is corrected. On the other hand, when it is determined that it does not exceed, the requested engine power generation torque calculated this time is adopted as it is in the subsequent processing.

Further, in the present embodiment, during cruise control in which cruise control such as ASCD control or ACC control is performed, during normal travel control other than during cruise control, and during coast determination when the coast determination condition is satisfied, Different rate limits are set during shifting.
Specifically, in this embodiment, (1) Coast rate limit, (2) Non-coast rate limit, (3) Cruise coast rate limit, (4) Non-cruise coast rate limit, (5) Shifting Set rate limits from large to small in the order of rate limits.

For example, during normal travel control, when the coast determination condition is satisfied, the largest coast rate limit is set, while when the coast determination condition is not satisfied, the second largest value is set. Set a rate limit when the value is not coast.
In the cruise control, when the coast determination condition is satisfied, the third largest cruise coast rate limit is set. On the other hand, when the coast determination condition is not satisfied, the second value is set. Set a non-cruise coast hour rate limit.

In both the cruise control and the normal travel control, the shift rate limit with the smallest value is set during the shift.
Here, the rate limit being a large value means that the required engine power generation torque can be changed more greatly within a predetermined time when the required engine power generation torque is increased or decreased. When increasing the required engine power generation torque, the larger the rate limit is, the larger the rate of increase of the required engine power generation torque is set, and when decreasing the required engine power generation torque, the rate limit The larger the value is, the larger the reduction rate of the required engine power generation torque is set. In the same control, the magnitude of the rate limit when increasing the required engine power generation torque and the magnitude of the rate limit when decreasing the required engine power generation torque can be set to different values.

  Therefore, in the present embodiment, during the cruise control, the required engine power generation torque is slowly changed to the target value with a smaller change amount than during the normal travel control. In particular, when the coast condition is satisfied both during cruise control and during normal travel control, the required engine power generation torque is slowly changed to the target value with a smaller change amount than when the coast condition is not satisfied. . Further, during AT shift, the required engine power generation torque is changed to the target value with the smallest amount of change without distinction between cruise control, normal travel control, and coast determination.

Hereinafter, the process of switching the rate limit of the required engine power generation torque and limiting the change rate of the required engine power generation torque according to the traveling state is referred to as a power generation torque rate limiting process.
(Target engine torque calculation process)
Next, based on FIG. 10, the processing procedure of the target engine torque calculation process performed in the target engine torque calculation unit 21H in step S106 will be described.
Here, FIG. 10 is a flowchart showing an example of the processing procedure of the target engine torque calculation processing.

When the target engine torque calculation process is executed in step S106, first, the process proceeds to step S400 as shown in FIG.
In step S400, the target engine torque calculation unit 21H acquires the target drive torque from the target drive torque calculation unit 21D and the request engine power generation torque from the request engine power generation torque calculation unit 21B, and the process proceeds to step S402.

In step S402, the target engine torque calculation unit 21H determines whether or not the engine 1 is in an operating state. If it is determined that the engine 1 is in an operating state (Yes), the process proceeds to step S404, and it is determined that it is not. In the case (No), the process proceeds to step S408.
When the process proceeds to step S404, the target engine torque calculation unit 21H adds the required engine power generation torque to the target drive torque to calculate the engine torque, and the process proceeds to step S406.

In step S406, the target engine torque calculation unit 21H corrects the engine torque calculated in step S404 to generate a target engine torque (command engine torque). And the produced | generated target engine torque is output to the engine controller 22, a series of processes are complete | finished, and it returns to the original process.
On the other hand, if it is determined in step S402 that the engine is not in an operating state and the process proceeds to step S408, an F / C command is output to the engine controller 22, the series of processes is terminated, and the process returns to the original process.

(Target MG torque calculation process)
Next, based on FIG. 11, the processing procedure of the target MG torque calculation process performed by the target motor torque calculation unit 21J in step S106 will be described.
Here, FIG. 11 is a flowchart illustrating an example of a processing procedure of the target MG torque calculation processing.
When the target MG torque calculation process is executed in step S108, first, the process proceeds to step S500 as shown in FIG.
In step S500, the target motor torque calculation unit 21J acquires the target engine torque from the target engine torque calculation unit 21H, and the process proceeds to step S502.

In step S502, the target motor torque calculation unit 21J performs a delay correction process using a filtering process on the target engine torque acquired in step S500 to calculate an estimated engine torque, and the process proceeds to step S504.
In step S504, the target motor torque calculation unit 21J acquires the target drive torque from the target drive torque calculation unit 21D, and the process proceeds to step S506.

In step S506, the target motor torque calculation unit 21J calculates the effective CL1 torque by reflecting the state of the first clutch 4 with respect to the target drive torque acquired in step S504, and the process proceeds to step S508.
In step S508, the target motor torque calculation unit 21J calculates the MG torque by subtracting the effective CL1 torque calculated in step S506 from the target drive torque acquired in step S504, and the process proceeds to step S510.
In step S510, the target motor torque calculation unit 21J corrects the MG torque calculated in step S508, generates the target MG torque, ends the series of processes, and returns to the original process.

(Operation)
Next, based on FIG.12 and FIG.13, operation | movement of this embodiment is demonstrated.
Here, FIG. 12 shows characteristics of each engine torque including the required engine power generation torque, MG torque, vehicle speed, target vehicle speed, etc. during cruise control when the power generation torque rate limiting process according to the present invention is performed. It is a time chart. FIG. 13 is a time chart showing the characteristics of each engine torque including the required engine power generation torque, MG torque, vehicle speed, target vehicle speed, etc. during cruise control when the power generation torque rate limiting process according to the present invention is not performed. It is a chart.

When the program is executed and the target torque calculation process is executed in the integrated controller 21, first, the target drive torque calculation process is executed (step S100). The target torque calculation process is a process that is called from the main routine and is repeatedly executed at a predetermined cycle.
Now, the constant speed traveling control is performed, the cruise demand torque (vehicle speed servo demand torque) output from the ASCD vehicle speed servo of the automatic control demand torque calculation unit 21Db is larger than 0 [Nm], and is further running on a flat road. Therefore, it is assumed that the coast determination flag is “OFF”.

  Then, it is assumed that the hybrid vehicle continues to travel at a constant speed by the constant speed travel control, and eventually the travel path changes from a flat road to a downhill road. Accordingly, it is assumed that the cruise request torque (vehicle speed servo request torque) calculated by the ASCD vehicle speed servo changes to a negative value. This negative target drive torque is output to the first target drive torque calculator 21Dc. Then, assuming that the driver request torque is “0”, the cruise request torque (negative value) selected by the select high is output from the first target drive torque calculation unit 21Dc to the final target drive torque calculation unit 21De. Then, in the final target drive torque calculation unit 21De, a select low of the cruise request torque from the target drive torque calculation unit 21Dc and the vehicle speed limiter torque from the vehicle speed limiter torque calculation unit 21Dd is performed, and the lower torque is obtained. The target drive torque is output to the target engine torque calculation unit 21H. Here, it is assumed that the target drive torque is lower and a target drive torque (vehicle speed servo request torque) smaller than 0 [Nm] is output as shown in (1) in FIG.

Subsequently, the required power generation torque base calculation unit 21A executes the required power generation torque base calculation processing (step S102).
First, the required power generation torque base calculation unit 21A is based on the SOC from the battery controller 26, and the target generated power corresponding to the required charge amount from the current charge amount of the battery 9 and the preset lower limit value of the charge amount. Is calculated (step S200).
Next, the required power generation torque base calculation unit 21A calculates the required power generation torque base based on the target generated power and the input shaft rotational speed from the MG rotation sensor 11 (step S202).
For example, the required power generation torque base is calculated from the map data of the required power generation torque base for the input shaft rotational speed and the target generated power stored in advance in a memory or the like.
Next, the required power generation torque base calculation unit 21A corrects the required power generation torque base obtained by converting the torque so as to use the engine optimum operating point based on the input shaft rotational speed (step S204).

  Next, the required power generation torque base calculation unit 21A compares the target drive torque with the coast determination torque (here, 0 [Nm]) to determine whether the coast condition is satisfied (step 206). Now, as shown in (1) in FIG. 12, the target drive torque has a value smaller than 0 [Nm] (“Yes” in step S206), so the coast determination flag is set in FIG. As shown in (2), “ON” is set. Then, the required power generation torque base calculation unit 21A sets the required power generation torque base to “0 [Nm]” and outputs the set required power generation torque base (0 [Nm]) to the required engine power generation torque calculation unit 21B. Then, the series of processes is terminated and the process returns to the original process.

Subsequently, the required engine power generation torque calculation unit 21B executes a required engine power generation torque calculation process (step S104).
When the required engine power generation torque calculation unit 21B obtains the required power generation torque base from the required power generation torque base calculation unit 21A (step S300), first, based on the information indicating the shift state from the AT controller 24, is the current shift being performed? It is determined whether or not (step S302). Here, assuming that the gear is not being shifted (“No” in step S302), it is next determined whether or not cruise control is being performed based on information indicating the setting state of each switch of the steering switch 28 (step S306). .

  Since it is currently under cruise control (during constant speed running control) (“Yes” in step S306), the requested engine power generation torque calculator 21B next determines whether or not coast determination is being performed (step S308). Since the coast determination flag is currently set to “ON” (“Yes” in step S308), the requested engine power generation torque calculator 21B sets a cruise coast rate limit value (step S310). Then, the required engine power generation torque calculation unit 21B first has a change amount from the previous value of the required power generation torque base calculated by the required power generation torque base calculation unit 21A exceeding the upper limit set by the cruise coast rate limit value. It is determined whether or not. If it is determined by this determination process that the required engine power generation torque calculation unit 21B has exceeded, the required power generation torque base value is corrected so as not to exceed the upper limit value, and this is used as the required engine power generation torque. It outputs to the state mode determination part 21E and the target engine torque calculation part 21H. On the other hand, when it is determined that it does not exceed, the required power generation torque base is output as it is to the vehicle state mode determination unit 21E and the target engine torque calculation unit 21H as the required engine power generation torque.

  Here, since the previous value Te1 is a relatively large torque value as indicated by (3) in FIG. 12, the required power generation torque base exceeds the upper limit set by the cruise coast rate limit value. It is determined that In the example of FIG. 12, the torque used for power generation is shown as a negative value. Thereby, the required engine power generation torque calculation unit 21B corrects the required power generation torque base (0) to a value Te2 at which the rate of change from the previous value Te1 does not exceed the upper limit value.

Specifically, the required engine power generation torque calculation unit 21B corrects Tα (Tα = Te1-Te2), which is the difference between the two, so that “Tα ≦ upper limit value”. Then, the corrected required engine power generation torque base (Te2) is output as the required engine power generation torque to the target engine torque calculation unit 21H (step S320). As a result, as indicated by (4) in FIG. 12, a torque Te2 having a value that changes by Tα from the previous value Te1 is output as the required engine power generation torque.
Subsequently, a target engine torque calculation process is executed in the target engine torque calculation unit 21H (step S108).

  The target engine torque calculation unit 21H first obtains the target drive torque (negative value) from the target drive torque calculation unit 21D and the request engine power generation torque (Te2) from the request engine power generation torque calculation unit 21B (step S400). ). And based on the information which shows the driving | running state of the engine 1 from the engine controller 22, it is determined whether the engine 1 is a driving | running state (step S402). Here, assuming that the engine 1 is in an operating state (“Yes” in step S402), the target engine torque calculation unit 21H next adds the requested engine power generation torque to the acquired target drive torque to obtain the engine torque. Calculate (step S404). Then, the target engine torque calculation unit 21H corrects the calculated engine torque, and outputs the corrected engine torque as the target engine torque (command engine torque) to the engine controller 22 and the target motor torque calculation unit 21J (step S406). ).

As a result, as shown in (5) in FIG. 12, the target (command) engine torque (the torque (Te2) shown in (4) in FIG. Is output). Assuming that this target engine torque is To2 and the previous target engine torque is To1, as shown in (5) in FIG. 12, these differences Tβ are torque reductions corresponding to the differences Tα.
Subsequently, a target motor torque calculation process is executed in the target motor torque calculation unit 21j (step S110).
The target motor torque calculation unit 21j first acquires the target engine torque from the target engine torque calculation unit 21H (step S500), and performs a delay correction process or the like by filter processing on the acquired target engine torque, so that the estimated engine Torque is calculated (step S502).

Next, the target motor torque calculation unit 21j acquires the target drive torque from the target drive torque calculation unit 21D, and calculates the effective CL1 torque by reflecting the state of the first clutch 4 in the acquired target drive torque ( Step S504).
Further, the target motor torque calculation unit 21j calculates the MG torque by subtracting the effective CL1 torque from the target drive torque (Step S506), and corrects the calculated MG torque to generate the target MG torque (Step S510). ). Then, the target motor torque calculation unit 21j outputs the generated target MG torque (command MG torque) to the motor controller 23.

As a result, as shown in (6) in FIG. 12, a target (command) MG torque (including a correction amount) obtained by subtracting the torque (To2) shown in (5) in FIG. Is output. Assuming that the target MG torque is Tm2 and the previous target MG torque is Tm1, as shown in (6) in FIG. 12, these differences Tγ are torque reductions corresponding to the differences Tβ.
That is, as described in the above series of processes, the change amount of the required engine power generation torque is controlled with the above-mentioned Tα set by the cruise coast rate limit as the upper limit, and is shown by the inclined line (4) in FIG. Thus, the required engine power generation torque gradually changes toward the final target value “0 [Nm]” with the change amount Tα.

Then, as the required engine power generation torque changes gradually, the command engine torque gradually moves toward the target value with the amount of change limited by Tα, as shown by the solid line in FIG. 12 (5). Change.
Also, with respect to the target MG torque generated from the command engine torque, as the command engine torque gradually changes, as shown by the sloped line (6) in FIG. Changes toward the target value.

Here, based on FIG. 13, an operation when the power generation torque rate limiting process is not performed when the coast determination flag is switched from “OFF” to “ON” will be described.
For example, when the traveling road changes from a flat road to a downhill road and the target drive torque changes from a positive value to a negative value as shown in (1) in FIG. 13, as shown in (2) in FIG. In addition, the coast determination flag is set to “ON” (“Yes” in step S206). Thereby, the required power generation torque base is set to “0” (step S208).
Here, since the power generation torque rate limiting process is not performed, the required engine power generation torque is set to “0” as it is, as indicated by (3) in FIG.

As a result, the required engine power generation torque changes significantly from the previous value Te1 to “0”, and the command engine torque changes rapidly following this, as shown in FIG. 13 (5).
Therefore, the target MG torque generated from the command engine torque also changes rapidly following the command engine torque.
That is, since the required engine power generation torque is set to 0 [Nm] at the time of coast determination, the command engine torque generated by “target drive torque−required engine power generation torque” suddenly changes.

  The target MG torque is calculated by the difference of “target drive torque−estimated engine torque”. Then, control is performed so that the actual drive torque (command engine torque + command MG torque) becomes the target drive torque. The estimated engine torque is calculated by filtering the command engine torque, and does not necessarily match the actual engine torque. In particular, when the torque changes transiently, the estimated engine torque and the actual engine torque tend to shift.

Accordingly, since the actual driving torque varies due to the deviation between the estimated engine torque and the actual engine torque, the vehicle speed varies as shown in FIG. When the vehicle speed fluctuates, the target driving torque fluctuates by the ASCD vehicle speed servo control, and the coast determination state changes. As a result, the required engine power generation torque changes, and the command engine torque changes suddenly.
On the other hand, in the present invention in which the power generation torque rate limiting process is performed, since the required engine power generation torque is gradually changed as described above, the change in the command engine torque is also gentle. As a result, the estimated engine torque can accurately estimate the actual engine torque, so that the actual drive torque also matches the target drive torque. As a result, as shown in FIG. 12, the vehicle speed does not fluctuate even during coast determination.

Next, based on FIG. 12, the operation of the present embodiment when the traveling road changes from a downhill road to a flat road will be described.
When the travel path changes from a downhill road to a flat road, as shown in (7) in FIG. 12, when the target drive torque changes to a positive value, the coast determination flag is set to “OFF” (in step S206). "No"). As a result, the required power generation torque base corrected in step S204 is output to the required engine power generation torque calculation unit 21B as it is.
Then, it is determined that constant speed running control is being performed (“Yes” in step S306), not during shifting (“No” in step S302), and the requested engine power generation torque calculation unit 21B determines whether coast determination is being performed. Determination is made (step S308).

  Since the coast determination flag is currently “OFF”, the requested engine power generation torque calculation unit 21B determines that the coast determination is not in progress (“No” in step S308), and sets a rate limit for times other than cruise coast. (Step S312). Then, the required engine power generation torque calculation unit 21B first sets the upper limit value set by the rate limit value other than the cruise coast as the amount of change from the previous value of the required power generation torque base calculated by the required power generation torque base calculation unit 21A. Determine if it has exceeded. As shown in (8) in FIG. 12, since the required engine power generation torque has changed significantly from the previous value “0” to Te1, the required power generation torque base is set at the rate limit value at times other than the cruise coast. It is determined that the upper limit is exceeded. Thereby, the required engine power generation torque calculation unit 21B corrects the required power generation torque base (0) to a value at which the rate of change from the previous value “0” does not exceed the upper limit value (step S320).

Further, in this embodiment, since the rate limit at the time other than the cruise coast is a little larger than the rate limit at the time of the cruise coast, as shown by the inclined line (9) in FIG. The rate of change (inclination) is slightly faster (steep).
As described above, during cruise control, even when the coast condition is not satisfied, the amount of change in the requested engine power generation torque is limited by a rate limit other than during cruise coast. As a result, the required engine power generation torque gradually changes toward the target value with the upper limit value due to the time limit other than the cruise coast as the maximum change amount, as indicated by the inclined line (9) in FIG.

Then, as the required engine power generation torque changes gradually, the command engine torque is also limited by the upper limit value due to the time limit other than the cruise coast, as indicated by the solid inclined line (10) in FIG. It gradually changes toward the target value.
Also, with respect to the target MG torque generated from the command engine torque, as the command engine torque gradually changes, as indicated by the sloped line (11) in FIG. It gradually changes toward the target value with the limited amount of change.

On the other hand, based on FIG. 13, the operation when the power generation torque rate limiting process is not performed when the coast determination flag is switched from “ON” to “OFF” will be described.
For example, when the traveling road changes from a downhill road to a flat road and the target driving torque changes from a negative value to a positive value, the coast determination flag is set to “OFF” as shown in (7) in FIG. (“No” in step S206). As a result, the value of the required power generation torque base is directly output to the required engine power generation torque calculation unit 21B after being corrected in step S204.

Here, since the power generation torque rate limiting process is not performed, as shown in (8) and (9) in FIG. 13, the required power generation torque base calculated by the required power generation torque base calculation unit 21A is the required engine power generation torque ( Here, Te1) is set as it is.
As a result, the required engine power generation torque changes greatly from the previous value “0” to “Te1”, and the command engine torque changes rapidly as shown in FIG. 13 (10) in order to follow this. .
Therefore, the target MG torque generated from the command engine torque also changes rapidly following the command engine torque.

  That is, since such a sudden change causes a shift between the estimated engine torque and the actual engine torque as in the coast determination, the difference between the estimated engine torque and the actual engine torque is the actual drive. Torque fluctuates. Therefore, as shown in FIG. 13, the vehicle speed also changes when the coast determination state (coast determination flag ON) is switched to the other state (coast determination flag OFF). When the vehicle speed fluctuates, the target driving torque fluctuates by the ASCD vehicle speed servo control, and the coast determination state changes. As a result, the required engine power generation torque changes, and the command engine torque changes suddenly.

  On the other hand, in the present invention that implements the power generation torque rate limiting process, as described above, the required engine power generation torque is gradually changed even at times other than during coast determination. can do. As a result, the estimated engine torque can accurately estimate the actual engine torque, so that the actual drive torque also matches the target drive torque. As a result, as shown in FIG. 12, the vehicle speed does not fluctuate even when the coast determination is switched to a state other than that.

Here, the motor generator 2 corresponds to “motor” and “power generation means”, the inverter 8 corresponds to “charge means”, and the battery controller 26 corresponds to “charge amount calculation means”.
Further, the required power generation torque base calculation unit 21A corresponds to “target generated power calculation means” and “required power generation torque calculation means”, and the required engine power generation torque calculation unit 21B corresponds to “restriction means”. (Vehicle speed servo required torque) corresponds to “required drive torque”.
Steps S206, S308, and S314 correspond to “determination means”, “required power generation torque base” corresponds to “required power generation torque before restriction processing of restriction means”, and “required engine power generation torque” This corresponds to “required power generation torque after restriction processing by the restriction means”.

(Effect of this embodiment)
(1) The charge amount calculation means calculates the charge amount of the battery. The target generated power calculation means calculates the target generated power based on the charge amount of the battery. The required power generation torque calculating means calculates a required power generation torque that is an engine rotation torque for generating the target generated power. The limiting means limits the upper limit value of the change rate of the required power generation torque. Then, the limiting means limits the upper limit value of the change rate of the required power generation torque to a value smaller than the upper limit value when the normal travel control is performed when the automatic travel control is performed.

In other words, during automatic travel control, the upper limit value of the rate of change in required power generation torque is limited to a value smaller than that during normal travel control. It can be changed slowly.
For example, when power generation by the engine rotation torque is not necessary, power generation by the engine rotation torque is stopped, so that the required power generation torque (required engine power generation torque) changes rapidly at the time of switching. For this reason, the estimated engine torque generated from the required power generation torque also changes abruptly, the actual engine torque cannot follow this change, and the deviation between the two causes speed fluctuations.

In such a situation, since the change in the required power generation torque can be made gentle, the change in the command engine torque and hence the estimated engine torque can be made gentle, and the deviation between the estimated engine torque and the actual engine torque can be reduced. can do.
Thereby, the effect that the fluctuation | variation of the traveling speed which arises in the condition where a request | requirement power generation torque changes rapidly can be suppressed.

(2) The automatic travel control includes constant speed travel control that is a control that automatically adjusts the travel speed of the hybrid vehicle so as to maintain the set target speed.
(3) The motor constitutes power generation means.
This makes it possible to share parts by integrating the motor and the power generation means, save space, etc., so that the cost can be reduced compared to a configuration in which the motor and the power generation means are separately provided. An effect is obtained.
(4) When the automatic travel control is being performed, the upper limit value of the rate of change in the required power generation torque, which is the engine rotation torque for generating the set target generated power, is being used for the normal travel control. It is limited to a value smaller than the upper limit value.
Thereby, the effect that the fluctuation | variation of the traveling speed which arises in the condition where a request | requirement power generation torque changes rapidly can be suppressed.

(Application examples)
In the above embodiment, the operation has been described by taking constant speed traveling control (ASCD control) as an example, but it is possible to perform the same power generation torque rate limiting process even during ACC control.
Thereby, the fluctuation | variation of the vehicle speed by the sudden change of a request | requirement engine electric power generation torque during a vehicle distance control can be suppressed.
Moreover, although the said embodiment demonstrated the structure which sets a different rate limit with respect to a request | required engine electric power generation torque about two types of traveling control during cruise control and normal traveling control, it is not restricted to this structure. For example, in the case of a configuration that can implement other travel controls or travel modes such as sports mode and eco mode, set appropriate rate limits for other travel controls and each travel mode, and An appropriate variation limiting process may be executed.

As a result, it is possible to perform a variation limiting process of the required engine power generation torque in accordance with the content of the travel control and the travel mode.
In the above-described embodiment, a function of generating electric power by engine rotation torque (hereinafter referred to as a first power generation function) and a function of generating electric power by motor rotation torque by an external force during deceleration (hereinafter referred to as a second power generation function). However, the present invention is not limited to this configuration.

For example, a configuration separately including a generator having a first power generation function, or a function of a motor and a generator are completely separated, for example, a first generator and a second power generation function having a first power generation function. It is good also as a structure provided with the 2nd generator provided separately, respectively, the structure provided separately with the generator provided with the 1st and 2nd power generation function.
The above embodiments are preferable specific examples of the present invention, and various technically preferable limitations are given. However, the scope of the present invention is described in particular in the above description to limit the present invention. As long as there is no, it is not restricted to these forms. In the drawings used in the above description, for convenience of illustration, the vertical and horizontal scales of members or parts are schematic views different from actual ones.
Further, the present invention is not limited to the above-described embodiments, and modifications, improvements, and the like within the scope that can achieve the object of the present invention are included in the present invention.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor generator 4 1st clutch 5 2nd clutch 7 Drive wheel 20 Accelerator sensor 21 Integrated controller 21A Required electric power generation torque base calculating part 21B Required engine electric power generation torque calculating part 21C Motor output possible torque calculating part 21D Target drive torque calculating part 21Da Driver requested torque calculation unit 21Db Automatic control request torque calculation unit 21Dc First target drive torque calculation unit 21Dd Vehicle speed limiter torque calculation unit 21De Final target drive torque calculation unit 21E Vehicle state mode determination unit 21Ea Engine start determination processing unit 21Eb Engine stop determination process Part 21F engine start control part 21G engine stop control part 21H target engine torque calculation part 21J target motor torque calculation part 21K target clutch torque calculation part 21L VAPO calculation 22 engine control La 23 motor controller 24 AT controller 25 brake controller 26 battery controller 28 steering switch 30 cruise cancel switch 31 vehicle-to-vehicle control controller

Claims (6)

An engine and a motor as drive sources for transmitting driving force to the drive wheels, a battery for supplying electric power to the motor, and a power generation means for generating electric power by converting engine rotation torque generated by driving the engine into electric energy; Charging means for charging the battery with the electric power generated by the power generation means, and maintaining a normal travel control for performing a travel control according to the driving operation of the driver and a target travel state in which the travel state of the host vehicle is set A vehicle travel control device that controls the travel of a hybrid vehicle capable of performing automatic travel control that automatically adjusts as follows:
Charge amount calculating means for calculating the charge amount of the battery;
Target generated power calculating means for calculating target generated power based on the charge amount of the battery;
Required power generation torque calculating means for calculating required power generation torque which is engine rotation torque for generating the target generated power; and
Limiting means for limiting the upper limit value of the rate of change of the required power generation torque,
The limiting means limits the upper limit value of the change rate of the required power generation torque to a value smaller than the upper limit value when the normal traveling control is performed when the automatic traveling control is performed. A vehicular travel control device.   A required power generation torque base calculating means for calculating a required power generation torque base based on the target generated power;
  A target drive torque calculating means for calculating a target drive torque for braking / driving force control of the hybrid vehicle,
  The required power generation torque calculating means calculates the required power generation torque by correcting the required power generation torque base based on an upper limit value of a change rate of the required power generation torque set by the limiting means,
  The demand power generation torque base calculation unit sets the demand power generation torque base to 0 when coast determination is performed in which the target drive torque is equal to or less than a preset coast determination torque. Vehicle travel control device.   The limiting means sets the upper limit value of the rate of change of the required power generation torque to a value smaller than the upper limit value when the automatic travel control is being performed during a shift of a transmission included in the hybrid vehicle. The vehicle travel control device according to claim 1 or 2, wherein 4. The automatic travel control includes constant speed travel control, which is control for automatically adjusting the travel speed of the hybrid vehicle so as to maintain the set target speed . a system as claimed in (1). It said motor, system as claimed in any one of claims 1 to 4, characterized in that forming the power generation means. An engine and a motor as drive sources for transmitting driving force to the drive wheels, a battery for supplying electric power to the motor, and a power generation means for generating electric power by converting engine rotation torque generated by driving the engine into electric energy; Charging means for charging the battery with the electric power generated by the power generation means, and maintaining a normal travel control for performing a travel control according to the driving operation of the driver and a target travel state in which the travel state of the host vehicle is set A vehicle travel control method for controlling travel of a hybrid vehicle capable of performing automatic travel control that automatically adjusts as follows:
A required power generation torque calculating step of calculating a required power generation torque that is an engine rotation torque for generating the set target generated power by the power generation means;
A limiting step of limiting an upper limit value of the rate of change of the required power generation torque, and
In the limiting step, when the automatic traveling control is being performed, the upper limit value of the rate of change in the required power generation torque is limited to a value smaller than the upper limit value when the normal traveling control is being performed. A vehicle running control method characterized by the above.

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