JP5699530B2 - Vehicle travel control device - Google Patents

Description

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

As a travel control device for a hybrid vehicle, for example, there is a technique described in Patent Document 1. In the travel control device of Patent Document 1, the torque map for low-speed travel is switched according to the driver's accelerator operation and brake operation.
Further, in the traveling control device of Patent Document 1, during coasting deceleration due to a deceleration request from the driver during control of automatic constant speed traveling (cruise traveling), the vehicle speed servo is stopped and the torque is controlled to the negative side. Thereafter, when reversing from negative torque to positive torque when ending coast deceleration and resuming constant speed running, the value that restores the reduced torque is set as the road resistance torque and stopped. Restart the vehicle speed servo control.

JP 2009-029314 A

However, in the conventional techniques including Patent Document 1 described above, when reversing from the negative torque to the positive torque when the coasting deceleration is finished and the constant speed running is resumed, the torque is positive from the negative side. Reverse instantly to the side. For this reason, a shock due to a sudden change in torque may occur, which may cause the driver to feel uncomfortable.
This is because in a vehicle equipped with only the engine as a drive source, the torque command value is executed only by the engine torque, so even if the torque command value is suddenly changed, F / C recovery is performed from the F / C state. There is a physical delay before torque is output. For this reason, instantaneous torque reversal does not occur, and a sudden change does not occur in the actually output torque. The “F / C” is a process for stopping the fuel supply to the engine, and the “F / C recover” is a process for supplying the fuel to the engine again from the F / C state. It is.

  However, in a hybrid vehicle equipped with an engine and a motor as a drive source, in the HEV travel mode using the engine and the motor as a drive source, the response of the engine torque is supplemented with the motor torque. For this reason, if the torque command value is suddenly changed, a sudden change occurs in the actually output torque, a shock is generated, and the driver feels uncomfortable.

On the other hand, as a measure for suppressing a sudden change in torque at the end of coast deceleration, there is a method of performing a gradual change process in which the torque is gradually changed without abrupt change at the end of coast deceleration.
Here, by using a small value as the rate limit as the slow change process, the slow change process that sets the elapsed time required for the reduced torque to return to the road resistance torque from the end of coast deceleration to a longer value rather than instantaneously There is. Thus, in the gradual change process in which the elapsed time is set to be long, it is possible to suppress a rapid change in torque at the end of coast deceleration.

  However, if the elapsed time is set to be longer as described above, the torque change behavior when the switch is released becomes smaller during deceleration by the driver operating the coast switch (set vehicle speed reduction switch). For this reason, there is a possibility that a drivability (driving comfort) problem that a response to a switch operation is low at the end of coast deceleration may occur.

  On the other hand, as the gradual change process, there is a gradual change process in which the elapsed time is set shorter by using a large value as the rate limit as compared to the case of using a small value as the rate limit. In this way, in the gradual change processing in which the elapsed time is set to be short, the torque change behavior when the switch is released and the high response to the switch operation are felt at the time of deceleration by the driver operating the coast switch. The problem can be reduced. Further, when a large value is used as the rate limit, a torque change behavior linked to the switch operation by the driver himself / herself occurs. For this reason, even when the degree of change is small and the rising gradient of the torque is somewhat large, the driver can be prevented from feeling a sudden torque change.

  Here, the timing at which the torque reverses from the negative side to the positive side at the end of coast deceleration after temporary acceleration (temporary acceleration) is not linked to the accelerator OFF operation by the driver, and the accelerator OFF operation is performed. Not at the same time. Specifically, after a lapse of time from the time when the accelerator is turned off by the driver, the torque is reversed from the negative side to the positive side at the end of coast deceleration. For this reason, the shock received from the torque change behavior at the end of the coast deceleration after the temporary acceleration may be felt stronger than the shock received from the torque change behavior when the coast switch is released.

Therefore, if the elapsed time is set short and the torque rising gradient is slightly increased as described above, a drivability problem may occur.
As described above, even if the shock received from the torque change behavior is the same, the expected value for torque fluctuation differs between when the coast switch is operated and after temporary acceleration. It is difficult to satisfy the requirements.

Specifically, when interlocking with the operation by the driver, that is, when coasting deceleration is canceled after the coasting switch is operated, priority is given to improving the response to the switching over the suppression of the shock received from the torque change behavior. There are many cases. On the other hand, when interlocking with the operation by the driver, that is, when the accelerator is turned off after temporary acceleration, it is often desirable to give priority to suppression of shock received from torque change behavior. However, it is difficult to make settings that satisfy each of the above requirements at the same time.
The present invention pays attention to the above points, and an object of the present invention is to achieve both suppression of shock received from torque change behavior and improvement of response to switch operation in automatic constant speed traveling such as cruise traveling.

In order to solve the above-described problems, the present invention is a vehicle travel control device for a hybrid vehicle that includes means for automatically adjusting the inter-vehicle distance with a preceding vehicle to a target inter-vehicle distance, which is activated by a driver's starting operation. . Further, when traveling using the engine as a drive source, motor torque is generated to compensate for a response delay of the engine torque with respect to the target drive torque. In addition, during the operation of the automatic traveling means, there is provided means for changing the degree of increase in the target drive torque until the increased target drive torque becomes the road resistance torque from the reversal timing at which the decreased target drive torque reverses to increase. . This change in the degree of increase decreased after the driver decreased to less than the road resistance torque during the operation of the automatic driving means until the driver corresponding to the target driving force operated the set vehicle speed reduction switch and stopped . This is a change until the target driving torque is reversed to increase by the automatic traveling means to become the road surface resistance torque . Furthermore, the change in the degree of increase described above decreases after the driver's operation of the accelerator pedal during operation of the automatic driving means increases and the target drive torque that has been increased decreases to less than the road resistance torque by stopping the operation of the accelerator pedal. target driving torque is changed you greater than increase the degree to reversed to increase the automatic travel means a surface resistance torque.

  ADVANTAGE OF THE INVENTION According to this invention, in automatic constant speed driving | running | working, such as cruise driving | running | working, it becomes possible to make compatible suppression of the shock received from a torque change behavior, and the response improvement with respect to switch operation.

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 functional block of a target drive torque calculation part. It is a figure which shows the transition relationship of vehicle state mode. It is a functional block of a vehicle state mode determination part. It is a flowchart which shows the process of a slow change request | requirement determination part. It is a time chart which shows the process of a slow change request | requirement determination part. It is a figure which shows the relationship between the target drive torque before a slow change process, the target drive torque after a slow change process, and a slow change request | requirement. It is a flowchart which shows the process of a slow change value setting part. It is a flowchart which shows the process of a torque slow change process part. It is a time chart which shows the operation | movement at the time of a coast switch operation. It is a time chart which shows the operation | movement at the time of temporary acceleration. It is a figure which shows the slow change process in embodiment of this invention. It is a figure which shows the slow change process in the modification of this invention. It is a figure which shows the slow change process in the modification of this invention. It is a figure which shows the slow change process in the modification of this 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 is also applicable to front wheel drive. In the following description, the hybrid vehicle may be described as “vehicle” or “own vehicle”.

(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 has a motor 2 and an automatic transmission 3, that is, AT (= transmission T) in the middle of a torque transmission path from the engine 1 to the left and right rear wheels (drive wheels). / M). Further, the power train of the present embodiment includes the first clutch 4 between the engine 1 and the motor 2, and the second clutch is provided in the torque transmission path between the motor 2 and the drive wheel (rear wheel). 5 is inserted.

In this example, the second clutch 5 constitutes a part of the automatic transmission 3 (= transmission T / M). The automatic transmission 3 is connected to drive wheels 7 (rear wheels) through a propeller shaft, a differential 6 (DF: differential gear), 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 2 is, for example, a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor 2 can be controlled by applying a three-phase alternating current generated by an inverter 8 described later based on a control command from a motor controller 23 described later. The motor 2 can also operate as an electric motor that rotates by receiving power supplied 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 2 functions as a generator that generates an electromotive force at both ends of the stator coil, and can charge the battery 9 (this operation state is expressed as “ Called "regeneration"). The rotor of the motor 2 is connected to the input shaft of the automatic transmission 3 via a damper (not shown).
The first clutch 4 is a hydraulic single-plate clutch interposed between the engine 1 and the motor 2. The first clutch 4 is engaged or disengaged according to the control hydraulic pressure created by the first clutch hydraulic unit so as to obtain the input target clutch transmission torque based on a control command from the AT controller 24 described later. It becomes. The engagement / release of the first clutch 4 includes slip engagement and slip release.

The second clutch 5 is a hydraulic multi-plate clutch. Based on a control command from the AT controller 24, the second clutch 5 is engaged or disengaged by a control hydraulic pressure generated by a second clutch hydraulic unit (not shown) so as to achieve a target clutch transmission torque. Become. The engagement / release of the second clutch 5 includes slip engagement and slip release.
The automatic transmission 3 has a stepped gear ratio such as a forward 7-speed reverse 1-speed or a forward 6-speed reverse 1-speed according to the vehicle speed or a shift accelerator opening degree input from the integrated controller 21 described later. A transmission that automatically switches. Here, the second clutch 5 is not newly added as a dedicated clutch, and some of the frictional engagement elements among the plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 3 are diverted. And configure.

Here, in the present embodiment, the case where the second clutch 5 is configured as a part of the automatic transmission 3 (= transmission T / M) is illustrated, but the present invention is not limited to this. That is, the second clutch 5 may be configured to be disposed between the motor 2 and the automatic transmission 3 or between the automatic transmission 3 and the differential 6, for example.
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.

Moreover, in FIG. 1, the code | symbol 14 shows an electric sub oil pump and the code | symbol 15 shows a mechanical oil pump. These oil pumps 14 and 15 generate hydraulic pressure for each clutch. Reference numeral 10 denotes an engine rotation sensor that detects the rotation speed of the engine 1, and reference numeral 11 denotes a motor rotation sensor such as a resolver that detects the rotation of the motor 2.
In FIG. 1, reference numeral 12 denotes an AT input rotation sensor that detects the rotation of the input shaft of the transmission, and reference numeral 13 denotes an AT output rotation sensor that detects the rotation of the output shaft of the transmission. Moreover, the code | symbol 27 shows the wheel speed sensor which detects rotation of a wheel. The wheel speed sensor 27 may also be provided on a driven wheel (front wheel) (not shown).

FIG. 2 is a configuration diagram illustrating the control system for the power train shown in FIG.
Reference numeral 33 denotes an accelerator pedal operated by the driver. The accelerator opening APO of the accelerator pedal 33 is detected by the accelerator sensor 20. Then, the accelerator sensor 20 outputs the detected accelerator opening APO information to the integrated controller 21.
Reference numeral 34 denotes a pedal actuator. The pedal actuator 34 is an actuator that applies a pedal reaction force to the accelerator pedal 33. Here, the pedal reaction force has a magnitude corresponding to a command from the inter-vehicle distance controller 31.

Reference numeral 32 indicates a radar unit constituting the preceding vehicle detection means. The radar unit 32 detects a preceding vehicle ahead of the host vehicle, and outputs the detected preceding vehicle information to the inter-vehicle distance controller 31.
Reference numeral 27 denotes a wheel speed sensor. The wheel speed sensor 27 outputs the detected wheel speed information 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 distance controller 31.

Moreover, the code | symbol 35 shows the meter for showing a driving | running | working state to a driver | operator. The meter 35 displays information such as auto cruise.
Reference numeral 29 denotes a brake switch. The brake switch 29 detects an operation of a brake pedal (not shown).
Reference numeral 28 denotes a steering switch. The steering switch 28 is an operator for a driver to start cruise traveling, which is automatic constant speed traveling, and to change a traveling condition (target vehicle speed). Here, the cruise travel includes inter-vehicle controlled cruise travel in addition to automatic constant speed travel.

Reference numeral 30 denotes a cruise cancel switch. This cruise cancel switch 30 is an operator for instructing the end of cruise traveling, and is provided in the vicinity of the steering switch 28 and on the brake pedal.
Reference numeral 18 denotes a voltage sensor that detects the voltage of the battery 9, and reference numeral 19 denotes a current sensor that detects the current of the battery 9.

(Control system configuration)
Next, the configuration of the control system of the hybrid vehicle will be described.
The hybrid vehicle control system includes an engine controller 22, a motor controller 23, and an inverter 8, as shown in FIG. 2. The hybrid vehicle control system includes a battery controller 26, an AT controller 24, a brake controller 25, an integrated controller 21, and an inter-vehicle distance controller 31.
The engine controller 22, the motor controller 23, the AT controller 24, the brake controller 25, the inter-vehicle controller 31 and the integrated controller 21 are connected via a CAN communication line (not shown) capable of transmitting and receiving information to and from each other.

  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 motor rotation sensor 11 that detects the rotor rotation position of the motor 2. The motor controller 23 outputs a command for controlling the motor operating point (Nm, Tm) of the motor 2 to the inverter 8 in accordance with the target motor torque, the rotational speed command, etc. from the integrated controller 21.
The battery controller 26 monitors the battery SOC that represents the state of charge of the battery 9 based on information from the voltage sensor 18 that detects the voltage of the battery 9 and information from the current sensor 19 that detects the current of the battery 9. Then, the battery controller 26 supplies information on the monitored battery SOC as control information of the motor 2 to the integrated controller 21 via the CAN communication line.

  The AT controller 24 inputs sensor information from a first clutch oil pressure sensor (not shown) and a first clutch stroke sensor (not shown). Then, the AT controller 24 sends a command for controlling engagement / disengagement of the first clutch 4 according to the first clutch control command (target first clutch transmission torque command) from the integrated controller 21 to the first clutch hydraulic unit. (Not shown).

  The AT controller 24 inputs sensor information from a wheel speed sensor 27 and a second clutch hydraulic pressure sensor (not shown). Then, the AT controller 24 sends a command for controlling the engagement / release of the second clutch 5 in response to the second clutch control command (target second clutch torque command) from the integrated controller 21 in the AT hydraulic control valve. Output to the second clutch hydraulic unit. Here, the output of the command for controlling the engagement / disengagement of the second clutch 5 is performed in preference to the control of the second clutch in the shift control.

  The brake controller 25 inputs sensor information from a wheel speed sensor 27 that detects each wheel speed of each wheel (four wheels) and sensor information from a brake stroke sensor (not shown). The brake controller 25 calculates a target deceleration based on a brake pedal stroke amount, a braking request amount from the inter-vehicle controller 31 and the vehicle speed in a preset control cycle.

Then, the brake controller 25 distributes the braking force to the cooperative regenerative braking request torque with 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. Further, the brake controller 25 outputs the cooperative regenerative brake request torque to the motor controller 23 of the integrated controller 21.
The brake controller 25 outputs the target hydraulic braking force 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 when the brake pedal is depressed.

And the said brake controller 25 is based on the regenerative cooperative control instruction | command from the integrated controller 21 so that the said insufficiency may be supplemented with mechanical braking force (hydraulic braking force or the braking force which the motor 2 generate | occur | produces). Take control.
Further, 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. When the inter-vehicle controller 31 determines that the inter-vehicle control for the preceding vehicle is to be performed based on the information from the integrated controller 21, the inter-vehicle controller 31 calculates the target acceleration and the target deceleration for realizing the target inter-vehicle distance and the target inter-vehicle time for the preceding vehicle. Calculate. This calculation is performed based on the own vehicle speed, information on the preceding vehicle based on detection by the radar unit 32 (such as an inter-vehicle distance and a relative speed).

Then, the inter-vehicle control 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 control (Distance Control Assist) 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. The pedal actuator 34 applies a reaction force to the input accelerator pedal 33.
The integrated controller 21 is responsible for managing the energy consumption of the entire vehicle and running the vehicle with the highest efficiency.

The integrated controller 21 inputs information from the engine speed sensor 10 that detects the engine speed Ne, and inputs information from the motor speed sensor 11 that detects the motor speed Nm. Further, the integrated controller 21 inputs information from the AT input rotation sensor 12 that detects the transmission input rotation speed, and inputs information from the AT output rotation sensor 13 that detects the transmission output rotation speed.
Further, the integrated controller 21 inputs accelerator opening APO information from the accelerator sensor 20 and inputs 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 performs operation control of the engine 1 according to a control command to the engine controller 22. The integrated controller 21 executes operation control of the motor 2 in accordance with a control command to the motor controller 23.
Further, the integrated controller 21 executes the engagement / disengagement control of the first clutch 4 and the engagement / disengagement control of the second clutch 5 according to the control command to the AT controller 24.

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

On the other hand, at the time of starting by the motor 2, the driving force by the motor 2 is increased until the vehicle moves forward, and then the second clutch 5 is shifted from slip control to engagement. Here, at the time of starting by the motor 2, for example, when the output rotation of the automatic transmission 3 becomes negative due to rollback, slip control of the second clutch 5 is performed and the rotation of the motor 2 is maintained at the positive rotation. To do.
In the motor running (EV mode), the motor torque and battery output necessary for starting the engine 1 are ensured. In addition, when the vehicle speed of the host vehicle becomes equal to or higher than a predetermined vehicle speed (EV prohibited vehicle speed) set in advance based on a map or the like set in advance, the vehicle travels from the motor travel (EV mode) to the engine travel (HEV mode). Further, when the engine is running, the motor 2 assists the engine torque delay in order to improve the response when the accelerator pedal is depressed. That is, while the engine is running, there is a mode in which only the power of the engine 1 or both the power of the engine 1 and the motor 2 is run.

At the time of brake ON deceleration (deceleration accompanied by operation of the brake pedal), 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 2 is regenerated / powered to adjust the rotational speed associated with shifting during acceleration / deceleration, thereby performing smooth shifting without a torque converter.

Next, a part related to the present invention in the braking / driving control process executed by the integrated controller 21 will be described using FIGS. 3 and 4 with reference to FIGS.
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.

  As shown in FIG. 4, the integrated controller 21 includes a required power generation torque calculation unit 21A, a required engine torque calculation unit 21B, a motor output possible torque calculation unit 21C, a target drive torque calculation unit 21D, and a vehicle state mode determination unit 21E. As shown in FIG. 4, the integrated controller 21 includes 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.

The required power generation torque calculation unit 21A calculates the required power generation torque to be generated by the motor 2 based on vehicle speed information, battery information such as SOC from the battery controller 26, and the like.
The required engine torque calculation unit 21B calculates the required engine torque that should be generated in the engine 1 based on the running state such as the vehicle speed and the required power generation torque calculated by the required power generation torque calculation unit 21A.

The motor output possible torque calculation unit 21C calculates motor output possible torque that the motor 2 can output based on battery information such as SOC from the battery controller 26, vehicle speed, and the like.
The target drive torque calculation unit 21D calculates a target drive torque to be targeted. The target drive torque calculation unit 21D includes a driver request torque calculation unit and an automatic control request torque calculation unit.
The driver request torque calculation unit calculates the driver request torque that is estimated to be requested by the driver based on the operation amount (accelerator opening APO) of the accelerator pedal 33 operated by the driver.

In addition, the automatic control request torque calculation unit calculates an automatic control request torque for automatically adjusting to a driving state of a driving condition (set vehicle speed) preset by the driver. Here, the calculation of the automatic control request torque is started by operating a steering switch that is an automatic travel control switch, and is ended by operating the cruise cancel switch 30.
Then, the target drive torque calculator 21D calculates the target drive torque based on the driver request torque calculated by the driver request torque calculator and the automatic control request torque calculated by the automatic control request torque calculator.

As shown in FIG. 5, the target drive torque calculation unit 21D of the present embodiment includes a driver request torque calculation unit 21Da, an automatic control request torque calculation unit 21Db, a first target drive torque calculation unit 21Dc, a vehicle speed limiter torque calculation unit 21Dd, The final target drive torque calculation unit 21De is provided.
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. Further, 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 driver request torque calculation unit 21Da calculates the first correction torque 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 power limit information based on the accelerator opening APO information, the transmission input rotation speed, the SOC, and the like.

Then, the driver request torque calculation unit 21Da obtains 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 steering switch 28 and the ACC permission signal to the inter-vehicle control controller 31 and inputs the inter-vehicle cruise request torque (ACC required torque) from the inter-vehicle control controller 31. Further, the automatic control request torque calculation unit 21Db generates a constant speed cruise request torque for automatically adjusting the actual vehicle speed to the set vehicle speed based on the set vehicle speed set by the steering ring SW and the current vehicle speed. Calculate.

  Then, the automatic control request torque calculation unit 21Db converts either the inter-vehicle cruise request torque (ACC required torque) or the constant speed cruise request torque according to the presence or absence of the ACC operation (inter-vehicle control operation). Choose as. Here, during the ACC operation, processing is performed so that the inter-vehicle cruise request torque is prioritized and selected over the constant speed cruise request torque.

The first target drive torque calculator 21Dc performs a select high of the driver request torque calculated by the driver request torque calculator 21Da and the automatic control request torque calculated by the automatic control request torque calculator 21Db. Then, the larger torque of the driver required torque and the automatic control required torque is selected and output as the first target drive torque.
The vehicle speed limiter torque calculating 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 a target vehicle state mode (EV mode, HEV mode) as a target. For this determination, refer to the vehicle state mode area map (EV-HEV transition map) based on the accelerator opening APO, vehicle speed information (or transmission output speed), motor output possible torque, required engine torque and target drive torque. And do it. This is because, 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 2 can output, the mode is changed from the HEV mode to the EV mode. The operation mode changes.

Further, the vehicle state mode determination unit 21E sets the target target vehicle state mode to the HEV mode when there is a required engine torque due to a request such as battery charging. 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 which 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. Further, 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 is The mode is as follows.
That is, in the above case, the transition mode becomes the engine stop sequence mode or the engine start sequence mode until the stop or start processing of the engine 1 is completed.

As shown in FIG. 7, the vehicle state mode determination unit 21E in the present embodiment includes a gradual change request determination unit 21Ea, a gradual change value setting unit 21Eb, and a torque gradual change processing unit 21Ec.
Hereinafter, the process of the slow change request determination unit 21Ea will be described with reference to the flowchart of FIG. 8 and the time chart of FIG.
First, in step S100, it is determined whether or not the following condition [1] is satisfied. If the condition [1] is satisfied, the process proceeds to step S110. On the other hand, when the condition [1] is not satisfied, the process proceeds to step S120.
Here, the condition where the condition [1] is satisfied is a condition where all of the following I to III are satisfied.
I. Target drive torque before gradual change processing <0
II. Cruise control is in operation.
III. Resume operation is not performed.

  Here, the “slow change process” shown in I is a process of changing the target drive torque slowly without changing it abruptly at the end of coast deceleration. Specifically, during the operation of the automatic traveling means described later, the target until the increased target drive torque becomes the road resistance torque from the reversal timing at which the target drive torque decreased below the road resistance torque described later reverses to increase. This is a process of changing the elapsed time for changing the degree of increase in drive torque. Here, in order to change the elapsed time until the increased target drive torque becomes the road surface resistance torque, a process of changing the increase degree of the target drive torque is performed.

Further, the “target drive torque before the gradual change process” shown in I above is a target drive torque that has not been subjected to the gradual change process, that is, when the coasting deceleration is finished and the constant speed running is resumed. The target driving torque is increased. “Abrupt increase” is, for example, a rapid reversal from the negative side to the positive side.
In addition, the “resume operation” shown in III is set before the cruise cancel switch 30 is operated in a state where the cruise travel is started again after the cruise cancel switch 30 is operated during the start of the cruise travel. This is an operation to reset the set vehicle speed.

The reason for including the above III in the condition [1] is that if a slow change process is performed on the target drive torque when an acceleration request from accelerator OFF or coast deceleration occurs during the resume operation, the actual vehicle speed is set to the target. This is because a problem that makes it difficult to follow the vehicle speed occurs. Here, at the time of the resume operation, an acceleration request from accelerator OFF or coast deceleration may occur.
In step S110, it is determined whether or not the temporary acceleration determination is “ON” (the vehicle is temporarily accelerating from the set speed due to the driver's request to increase driving force). When the temporary acceleration determination is “ON”, the process proceeds to step S130. On the other hand, if the temporary acceleration determination is “OFF”, the process proceeds to step S140.

Therefore, in the processing from step S100 to S110, it is determined whether the target drive torque is negative, that is, whether the vehicle is coasting decelerated. If the vehicle is coasting decelerating, a temporary acceleration ON edge is established. It is determined whether or not. Here, the temporary acceleration ON edge is established when the temporary acceleration determination changes from “OFF” to “ON”.
In step S120, it is determined whether or not the following condition [2] is satisfied. If condition [2] is satisfied, the process proceeds to step S150. On the other hand, when the condition [2] is not satisfied, the process proceeds to step S160.

Here, the condition in which the condition [2] is satisfied is a condition in which both I and II shown below are satisfied.
I. Target drive torque before gradual change processing ≧ Slow change processing release determination value II. Target drive torque after gradual change processing ≧ Target drive torque before gradual change processing Here, the “slow change process release determination value” shown in I above approximates the road surface resistance of the traveling road on which the host vehicle is traveling. The predetermined value is a value corresponding to the positive torque. Further, the reason why the slow change process release determination value is set to a value corresponding to the positive torque approximate to the road resistance is that the above condition II in the condition [2] is satisfied at the beginning of the slow change process. Because.

Further, the “target drive torque after the gradual change process” shown in II above is the target drive torque after the gradual change process, that is, when the coasting deceleration is finished and the constant speed running is resumed. The target drive torque that changes to Note that “gradual change” means that the elapsed time required for the target drive torque that has decreased from the end of coast deceleration to return to road resistance torque is greater than when the target drive torque suddenly reverses from the negative side to the positive side. This is a change in the degree of increase.
Therefore, in the process of step S120, the target drive torque is equal to or greater than the gentle change process release determination value, which is a predetermined value on the positive side, and the target drive torque after the slow change process converges to the target drive torque before the slow change process. It is determined whether or not.

In step S130, the slow change request is set to "ON" and the temporary acceleration slow change request is set to "ON". Then return.
In step S140, the slow change request is set to "ON", and the temporary acceleration slow change request is set to "previous value hold". Then return. Here, the temporary acceleration slow change request is set to hold the previous value is “ON” if the temporary acceleration slow change request is set to “ON” in the previous processing, and “OFF” in the previous processing. Is set to “OFF”.
That is, in step S140, a process of continuing the setting of the temporary acceleration slow change request to “ON” is performed. As shown in FIG. 9, when the temporary acceleration determination is set to “ON” (at the time “t1”), after the temporary acceleration slow change request is set to “ON”, This is also performed after the time when acceleration determination is set to “OFF” (time “t2”).

In step S150, the slow change request is set to “OFF”, and the temporary acceleration slow change request is set to “OFF”. Then return.
In step S160, the slow change request is set to “previous value hold” and the temporary acceleration slow change request is set to “previous value hold”. Then return. Here, the process of setting the gradual change request to hold the previous value is the same process as described above for setting the temporary acceleration gradual change request to hold the previous value.

Here, the relationship between the target drive torque before the gradual change processing, the target drive torque after the gradual change processing, and the gradual change request is the relationship shown in FIG. That is, in a state where the slow change request is set to “ON”, a slow change process is performed on the target drive torque after the coast deceleration ends, and when the slow change request is set from “ON” to “OFF” (“ At t3 "), the slow change process for the target drive torque is stopped.
As described above, in the process of the slow change request determination unit 21Ea, a temporary acceleration slow change request flag is generated with reference to the history of the temporary acceleration determination during coast deceleration for the later-described slow change value switching.

Next, the process of the slow change value setting unit 21Eb will be described with reference to the flowchart of FIG.
First, in step S200, it is determined whether or not the temporary acceleration slow change request is set to “ON” in the process of the slow change request determination unit 21Ea. When the temporary acceleration slow change request is set to “ON”, the process proceeds to step S210. On the other hand, when the temporary acceleration slow change request is not set to “ON”, the process proceeds to step S220.

In step S210, the slow change value is set to the “temporary acceleration slow change set value”. Then return. In addition, the description regarding the temporary acceleration slow change set value will be described later.
In step S220, it is determined whether or not the slow change request is set to “ON” in the process of the slow change request determination unit 21Ea. If the slow change request is set to “ON”, the process proceeds to step S230. On the other hand, if the slow change request is not set to “ON”, the process proceeds to step S240.

In step S230, the slow change value is set to “normal slow change set value”. Then return. In addition, the description regarding the normal time gradual change set value will be described later.
In step S240, the slow change value is set to “invalidation slow change set value”. Then return. Note that the invalidation slow change setting value will be described later.
Here, the slow change values (the slow change set value for temporary acceleration, the slow change set value for normal time, and the slow change set value for invalidation) are values used for the slow change process. In this embodiment, since a general rate limit process is used as the slow change process, the above-described slow change value is used as the limiter value.

In addition, each of the above-described slow change values, that is, the temporary acceleration slow change set value, the normal slow change set value, and the invalid slow change set value satisfies the following relational expression (1). To have a relationship.
Slow change set value for invalidation> Slow change set value for normal time> Slow change set value for temporary acceleration ... (1)
Specifically, the above-described slow change values are set as follows.
As the invalid change gradual change set value, a value as large as possible is set to suppress a gradual change in the target drive torque at the end of coast deceleration.

The normal slow change set value is set to a value that prioritizes improved response to switch operation when the coast switch is released. Specifically, a large value is used as the limiter value used in the rate limit process.
The slow acceleration set value for temporary acceleration is set to a value giving priority to suppression of shock received from the change behavior of the target drive torque at the end of coast deceleration. Specifically, a value smaller than the limiter value used for the normal slow change setting value is used as the limiter value used for the rate limit process.

  That is, each slow change value is a set value that prioritizes suppression of shock received from the change behavior of the target drive torque at the end of coast deceleration as the value decreases. This is because the smaller the value of each gradual change value, the elapsed time from the end of coast deceleration, that is, from the reversal timing at which the decreased target drive torque reverses to the increase, until the increased target drive torque becomes the road resistance torque. This is because it becomes longer.

As described above, in the process of the gradual change value setting unit 21Eb, when the above reversal timing is interlocked with the stop operation of the target driving force reduction request by the driver, the elapsed time is shorter than when the interlock is not interlocked. Thus, processing for increasing the degree of increase in the target drive torque is performed.
Here, when the reverse timing is linked to the stop operation of the target driving force reduction request by the driver, the reverse timing is linked to the coast switch stop operation (coast switch operation “OFF”) by the driver. This is the case.
Further, when the reverse timing is not linked to the stop operation of the target driving force reduction request by the driver, the reverse timing is linked to the stop operation of the accelerator pedal 33 by the driver (accelerator opening APO “OFF”). If not.

Next, the process of the torque gradual change processing unit 21Ec will be described with reference to the flowchart of FIG.
First, in step S300, it is determined whether or not there is a request for a gradual change process for the target drive torque in the process of the gradual change value setting unit 21Eb. And when there exists a request | requirement of the slow change process with respect to a target drive torque, it transfers to step S310. On the other hand, when there is no request for the gradual change process for the target drive torque, the process returns.

  Here, it is determined that there is a request for the gradual change process with respect to the target drive torque. In the process of the gradual change value setting unit 21Eb, the gradual change value is “normal mode gradual change set value” or “temporary acceleration mode Performed when “Change setting value” is set. That is, in step S300, when there is an increase request for the target drive torque, it is determined that there is a request for a gradual change process for the target drive torque.

In step S310, the “normal change slow setting value” or “temporary acceleration slow change setting value” set in the process of the slow change value setting unit 21Eb with respect to the target drive torque before the slow change process is used. Execute slow change processing. Then return.
That is, in step S310, an increase-side slow change process is performed on the target drive torque before the slow change process.

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, required engine torque required for power generation, and the like. Calculate the torque. In addition, the target engine torque calculation unit 21H calculates the target engine torque based on the slow change value set by the vehicle state mode determination unit 21E.
Note that when the target vehicle state mode is the EV mode, the engine torque is not required, so the target engine torque is zero or a negative value. Further, when the preset F / C condition is satisfied, the engine 1 is in an idle state with the fuel supply stopped.

The target motor torque calculation unit 21J calculates the target motor torque 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 required power generation torque. In addition, the target motor torque calculation unit 21J calculates the target motor torque based on the slow change value set by the vehicle state mode determination unit 21E. For example, a value obtained by subtracting a torque value obtained by performing delay correction on the target engine 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, a value obtained by adding the regenerative brake request torque is set as the final target motor torque.
The engine start control unit 21F operates when the engine start 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.

Next, a processing example of the engine start control unit 21F will be described.
The engine start control unit 21F is activated when an engine start command (engine start flag is ON) is acquired during motor running.
First, a target second clutch torque command for setting the second clutch 5 to the target clutch transmission torque is output to the AT controller 24. The target second clutch transmission torque command TCL2 is a transmission torque command capable of transmitting a torque equivalent to the output torque before the engine starting process. Even if the driving force output from the motor 2 is increased, the target second clutch transmission torque command TCL2 affects the output shaft torque. The range that does not give Here, the AT controller 24 controls the second clutch hydraulic unit so that the clutch hydraulic pressure according to the command is generated.

  Next, a command for increasing the voltage of the motor 2 and controlling the rotational speed of the motor 2 is output to the motor controller 23. The actual torque of the motor 2 is determined by the load acting on the motor 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 cranking torque of the engine 1. Further, when it is detected that the engine speed and the motor speed are synchronized, a command for completely engaging the first clutch 4 is output as the end of the cranking process.

Specifically, the synchronization determination of the first clutch 4 determines that the first clutch 4 has been synchronized when a state where the differential rotation between the actual motor rotation and the actual engine rotation is equal to or less than a specified value has elapsed. Here, as the specified value, a differential rotation corresponding to the response dead time at the time of transition from the complete clutch to the fully engaged state is set. 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. And it returns.
The engine stop control unit 21G is activated when an engine stop command (engine stop flag is ON) is acquired, drives the motor 2 from engine travel, and performs transition processing to motor travel.

In addition, for example, the engine stop control unit 21G is activated when an engine stop command (engine stop flag is ON) is acquired, and first, a preset torque that causes the AT controller 24 to slide and engage the first clutch 4 is set. Output a command. Then, in synchronism with this torque command, a command to increase the voltage of the motor 2 and to control the rotational speed of the motor 2 is output to the motor controller 23.
Thereby, the motor torque is increased while the torque from the engine 1 by the first clutch 4 is decreased, and the target drive torque is obtained. When the target motor torque becomes the target drive torque, a target first clutch 4 torque command for setting the first clutch 4 to target clutch transmission torque = 0 is output to the AT controller 24. Thereafter, a command for setting the target engine torque = 0 is output to the engine controller 22 to perform F / C.

  The target clutch torque calculation unit 21K calculates 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 2. . In the EV mode state, the first clutch 4 is output to the AT controller 24 and the second clutch 5 is output to the AT controller 24 to release the first clutch 4. In addition, the second clutch 5 is brought into an engaged state. Here, the engagement state of the second clutch 5 includes slip engagement.

In the HEV mode state, the first clutch 4 is output to the AT controller 24 and the second clutch 5 is output to the AT controller 24, whereby the first clutch 4 is engaged. In addition, the second clutch 5 is brought into an engaged state. Further, in the case of engine start or stop processing, the clutch torque that is in the above-described engaged / disengaged state is calculated.
Note that the VAPO calculation unit 21L in FIG. 3 calculates the corresponding estimated accelerator opening by performing reverse calculation from the above-described various cruise request torques, and uses the calculated estimated accelerator opening as the shift accelerator opening. 24.

(Function)
Hereinafter, with reference to the time charts of FIG. 13 and FIG. 14, operations performed by the hybrid vehicle of the present embodiment and actions associated with the operations will be described.
When control at constant speed traveling (cruise traveling), which is automatic traveling, is not being performed, the output of at least one of the engine 1 and the motor 2 that are driving sources is set with the driver requested torque based on the accelerator opening APO as the target driving force. Be controlled.

When the steering switch 28 is operated to start the cruise travel, a cruise target torque for setting the vehicle speed (set vehicle speed) set by the driver is calculated as the target driving force. Furthermore, the output of at least one of the engine 1 and the motor 2 that are drive sources is controlled so that the calculated target drive torque is obtained.
As described above, in cruise driving in the automatic driving state, the host vehicle normally travels at the set vehicle speed. However, for example, when entering a road with a low speed limit, a coast switch (set vehicle speed) by the driver is used. The set vehicle speed is reduced by operating the reduction switch) (OFF → ON).

An example of a time chart at this time is shown in FIG. Here, the time chart shown in FIG. 13 shows a state in which the vehicle speed and the target drive torque are changed by the driver operating the coast switch during cruise traveling.
As shown in FIG. 13, when the coast switch is operated (OFF → ON) by the driver (at the time “t4”), the vehicle speed decreases due to the coast deceleration as the target drive torque decreases. Here, the coast switch operation (OFF → ON) by the driver includes a tap-down operation.

When the vehicle speed decreased from the time point t4 is decreased to the vehicle speed intended by the driver and the coast deceleration is finished (at the time point "t5"), the set vehicle speed in the cruise traveling is decreased by the driver's intention. Then, after the time t5, the coast deceleration is finished and the constant speed running based on the set vehicle speed lowered by the operation of the coast switch is resumed.
At this time, the slow change request for temporary acceleration is set to “OFF” and the slow change request is set to “ON”, so the slow change value is set to “slow change set value for normal use”. (See step S230).

For this reason, the target drive torque in the present embodiment, that is, “target drive torque after slow change processing” indicated by a solid line in FIG. 13 is “target drive torque before slow change processing” indicated by a broken line in FIG. Unlikely, it increases slowly.
Thereby, in this embodiment, it becomes possible to suppress that the target drive torque which returns to road surface resistance torque after coast deceleration changes rapidly.
Therefore, in the present embodiment, when the driver decelerates by operating the coast switch, the torque change behavior when the switch is released and a high response to the switch operation can be felt, so it is possible to reduce drivability problems. .

In addition to this, at the time of deceleration due to the operation of the coast switch, compared to temporary acceleration described later, the elapsed time (until “t6”) required for the torque decreased from the end of coast deceleration to return to the road surface resistance torque ( The elapsed time from t5 to t6) can be shortened.
Therefore, since the torque change behavior linked to the switch operation by the driver himself / herself occurs, the driver feels a sudden torque change even when the degree of change is small and the torque rising gradient is somewhat large. This can be suppressed.

Further, as described above, in cruise traveling that is in the automatic traveling state, the accelerator pedal 33 is normally kept OFF, and the driver depresses the accelerator pedal 33 only when it is desired to accelerate temporarily.
An example of a time chart at this time is shown in FIG. Here, the time chart shown in FIG. 14 shows a state in which the vehicle speed and the target drive torque are changed due to the accelerator operation (APO is “OFF” → “ON”) by the driver during cruise driving. Yes.
As shown in FIG. 14, when the accelerator pedal 33 is operated by the driver (APO is changed from “OFF” to “ON”) (at the time “t7”), the driver increases the target drive torque temporarily. The vehicle speed increases temporarily.

When the vehicle speed increased from time t7 increases to the vehicle speed intended by the driver and the operation of the accelerator pedal 33 is stopped (APO is “ON” → “OFF”) (time “t8”), As the target drive torque increases, the vehicle speed decreases due to coast deceleration.
When the vehicle speed decreased by the coast deceleration returns to the set vehicle speed and the coast deceleration ends (at time “t9”), the constant speed travel based on the set vehicle speed before the temporary acceleration is resumed after the time t9.

At this time, since the temporary acceleration slow change request is set to “ON”, the slow change value is set to “temporary acceleration slow change set value” (see step S210).
For this reason, the target drive torque in the present embodiment, that is, the “target drive torque after the gradual change process” indicated by the solid line in FIG. 14 is the “target drive torque before the gradual change process” indicated by the broken line in FIG. Unlikely, it increases slowly. It should be noted that, compared to the time when the coast switch is decelerated by the above-described operation of the coast switch, the elapsed time (elapsed time from t9 to t10) required for the torque decreased from the end of coast deceleration to return to the road surface resistance torque (at time “t10”) Time) is a long time.

As a result, in this embodiment, during temporary acceleration, the target drive torque that returns to the road surface resistance torque after coasting deceleration can be prevented from changing suddenly, so that the shock received from the torque change behavior is suppressed. It becomes possible to do.
As a result, in the present embodiment, in automatic constant speed traveling such as cruise traveling, it is possible to achieve both suppression of shock received from torque change behavior and improved response to switch operation.
Here, the automatic control required torque calculation unit 21Db constitutes an automatic travel means. Further, the steering switch 28 constitutes an operator that performs a starting operation by the driver.
Further, the slow change request determination unit 21Ea, the slow change value setting unit 21Eb, and the torque slow change processing unit 21Ec constitute torque slow change means.

(Effect of this embodiment)
(1) The automatic driving means is activated by a driver's starting operation, and calculates a target driving force for automatically adjusting the actual vehicle speed to the target vehicle speed according to the driving state set by the driver. In addition, the torque gradual change means changes the degree of increase in the target drive torque until the increased target drive torque becomes the road resistance torque from the reversal timing at which the decreased target drive torque reverses to increase.

  The above-described change in the degree of increase in the target drive torque is performed when the target drive torque corresponding to the target drive force is reduced to less than the road surface resistance torque by the driver's request to reduce the target drive force during the operation of the automatic travel means. Then, when the stop operation of the target driving force reduction request by the driver and the reversal timing are interlocked, a process of increasing the degree of increase of the target driving torque is performed as compared with the case where the operation is not interlocked.

As a result, when the stop operation of the target driving force reduction request by the driver and the reversal timing are interlocked, the target drive torque increased from the reversal timing becomes the road resistance torque, compared to when the reversal timing is not interlocked. The elapsed time can be shortened.
For this reason, when the driver decelerates by operating the coast switch, a torque change behavior when the switch is released and a high response to the switch operation can be felt, so that drivability problems can be reduced.

In addition, at the time of deceleration due to the operation of the coast switch, it is possible to shorten the elapsed time required for the torque decreased from the end of the coast deceleration to return to the road resistance torque, compared with the case of temporary acceleration. .
Therefore, at the time of deceleration due to the operation of the coast switch, a torque change behavior linked to the switch operation by the driver himself / herself occurs. For this reason, even when the degree of change is small and the rising gradient of the torque is somewhat large, the driver can be prevented from feeling a sudden torque change.

In addition, during the temporary acceleration, it is possible to suppress a sudden change in the target drive torque that returns to the road surface resistance torque after the coast deceleration, and thus it is possible to suppress a shock received from the torque change behavior. .
As a result, in automatic constant speed driving such as cruise driving, it is possible to achieve both suppression of shock from torque change behavior and improvement of response to switch operation. It is possible to achieve both improvement.

(2) By adjusting the gradual change setting value for temporary acceleration and the gradual change setting value for normal time to arbitrary values, the degree of suppression of shock received from torque change behavior and the degree of improvement in response to switch operation can be increased. Can be set independently.
For this reason, it is possible to appropriately satisfy the request for suppressing the shock received from the torque change behavior and the request for improving the response to the switch operation, for example, according to the vehicle characteristics of the hybrid vehicle.

(Modification)
(1) In this embodiment, rate limit processing is used as the gradual change processing. Further, as shown in FIG. 15, the limiter value is a fixed value of one point constant. However, the present invention is not limited to this. That is, for example, as shown in FIG. 16, a plurality of values may be switched as the limiter value. For example, as shown in FIG. 17, the limiter value is set as a value that changes in a quadratic curve. Also good. Further, for example, as shown in FIG. 18, a filter process may be used as the gradual change process.

(2) In this embodiment, the slow change request and the slow change request during temporary acceleration set by the slow change request determination unit 21Ea, that is, whether or not to perform the slow change process is switched by two flags. It is not limited to. That is, for example, whether or not to perform the gradual change process may be switched only by the gradual change request set by the gradual change request determination unit 21Ea, that is, by only one flag.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 3 Automatic transmission 4 1st clutch 5 2nd clutch 7 Drive wheel 20 Acceleration sensor 21 Integrated controller 21A Required power generation torque calculation part 21B Request engine torque calculation part 21C Motor output possible torque calculation part 21D Target drive torque calculation part 21Da Driver required torque calculation unit 21Db Automatic control required torque calculation unit (automatic travel means)
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 Slow change request determination unit (torque slow change means)
21Eb Slow change value setting section (torque slow change means)
21Ec Torque slow change processing unit (torque slow change means)
21F Engine start control unit 21G Engine stop control unit 21H Target engine torque calculation unit 21J Target motor torque calculation unit 21K Target clutch torque calculation unit 21L VAPO calculation unit 22 Engine controller 23 Motor controller 24 AT controller 25 Brake controller 26 Battery controller 28 Steering switch (Operator for starting operation)
30 Cruise cancel switch 31 Distance controller

Claims (1)

Target drive for controlling the travel of a hybrid vehicle including an engine and a motor as a drive source for transmitting a drive force to the drive wheels, and automatically adjusting to the travel state set by the driver when traveling using the engine as a drive source so as to compensate for the response delay of the engine torque which the engine generates the target driving torque corresponding to the force, a vehicle control system that looks like to generate motor torque in the motor,
Actuated by the activation operation by the driver, the automatic travel means for calculating the pre-Symbol goals driving force,
After decreased below road resistance torque between before Symbol targets drive torque during operation of said automatic traveling section is stopped from operating the driver set speed decrease switch, the target drive torque that the reduction the increase degree until the previous SL road resistance torque is inverted to increase by the automatic traveling section, the driver said target drive torque wherein the increased by operating the accelerator pedal during operation of said automatic traveling section after stopping the operation of the accelerator pedal is reduced to less than the surface resistance torque, be greater than the increase degree to the target drive torque wherein the decrease is the road resistance torque is inverted to increase by the automatic travel means that torque and gradual change means, the vehicle control system and wherein the obtaining Bei a.

Images