JP6617678B2 - Control device for vehicle - Google Patents

Description

  The present invention relates to a control device that is mounted on a vehicle that travels while transmitting rotational power from a power source while shifting with a transmission, and that recovers by operating a generator using the traveling energy as a regenerative torque.

  Conventionally, a vehicle equipped with a power source travels by transmitting rotational power output from the power source to driving wheels. In this type of vehicle, in order to achieve efficient traveling, rotational power from a power source may be transmitted while being shifted by a transmission. In addition, in this type of vehicle, when a rotating electrical machine is mounted, it is preferable that the rotating electrical machine is regeneratively driven as a generator during deceleration or the like to recover travel energy and improve fuel efficiency (for example, (See Patent Document 1).

  The control device for a vehicle described in Patent Literature 1 is performed by a driver during a downshift processing period in which the gear position of the transmission is switched to a low speed side when coasting without coasting on the accelerator pedal. When a brake operation is performed, an increase in regenerative torque applied to the rotating electrical machine is suppressed. Thereby, it is possible to prevent the occupant from feeling that the drivability is deteriorated because the regenerative braking shock generated by the downshift is directly overlapped with the friction braking shock caused by the brake operation.

  Thus, in recent vehicles, it is important to improve drivability, such as avoiding braking shock to passengers as much as possible.

  By the way, in order to simplify the driving operation of the driver in recent vehicles, various automatic driving modes are being installed. In this automatic travel mode, the driver is less likely to be involved in the driving operation, and thus becomes sensitive to the behavior of the vehicle, and regenerative braking shock accompanying downshifting during coasting may lead to deterioration of drivability.

JP 2011-199959 A

  In view of such a problem, the present invention is for a vehicle capable of avoiding deterioration in drivability in the automatic travel mode by taking into account the regenerative braking shock of the downshift that occurs in the coast travel in the automatic travel mode. It aims to provide a control device.

An aspect of the invention of a control device for a vehicle that solves the above-described problems is a transmission that shifts the rotational power transmitted from a power source and outputs it to the drive wheel side, and the rotation of the drive wheel is frictioned by the operation of the driver. A control device mounted on a vehicle comprising a braking mechanism for braking and a rotating electrical machine that can rotate by regenerative torque transmitted from the drive wheel side, wherein the rotating electrical machine is based on acquisition information of a manual operation by a driver And a manual travel mode for controlling the transmission, and an automatic travel mode for controlling the rotating electrical machine and the transmission based on acquired information necessary for the automatic travel of the vehicle. The amount of regenerative torque applied to the rotating electrical machine when shifting the transmission to the low speed side during coast running at the time of running is set to the braking mechanism during execution of the manual running mode. It is configured to suppress to be smaller than the case of deceleration by the regenerative torque load on the friction braking without the rotating electrical machine that.

  As described above, according to the aspect of the present invention, when downshifting is performed without coasting in the automatic travel mode without relying on the driver's gearshift operation, the speed is smaller than that when the vehicle is decelerated with regenerative torque without friction braking in the manual travel mode. The suppressed regenerative torque can be applied to the rotating electrical machine.

  Therefore, when driving automatically without depending on the speed change operation of the driver, it is more sensitive to the braking shock felt during driving than when the driver operates, but the braking shock generated by the regenerative torque of the rotating electrical machine is reduced. be able to.

  As a result, it is possible to provide a control device for a vehicle that can avoid feeling that drivability is low due to a braking shock accompanying a downshift during coasting because the driver is not driving. .

FIG. 1 is a diagram illustrating a control device for a vehicle according to an embodiment of the present invention, and is a skeleton diagram showing a schematic overall configuration of a vehicle on which the control device is mounted. FIG. 2 is an engagement operation table showing engagement or disengagement of the friction engagement elements used for the shift stage switching process for each shift stage. FIG. 3 is an input / output diagram illustrating the exchange of various information with the control device (ECU). FIG. 4 is a collinear diagram illustrating the rotation operation of each rotating element of the planetary gear included in the power transmission mechanism. FIG. 5 is a shift diagram illustrating shift switching control based on the vehicle speed and the required torque, a shift switching diagram showing a boundary line for switching between stepped and continuously variable transmission in the shift switching control, engine running, It is a map which shows an example of each with the power source switching diagram which shows the boundary line which switches motor driving | running | working. FIG. 6 is a flowchart for explaining the adjustment processing of the regenerative torque in the shift switching control. FIG. 7 is a time chart for explaining a braking shock that occurs during a downshift. FIG. 8 is a time chart for explaining an adjustment process for reducing a braking shock caused by a driver's brake operation during a downshift. FIG. 9 is a time chart illustrating an adjustment process for reducing braking shock during coasting in the automatic travel mode. FIG. 10 is a diagram for explaining a first other aspect of the embodiment, and is a time for explaining an adjustment process after application of this other aspect for explaining reduction of braking shock during coast running in the automatic running mode. It is a chart. FIG. 11 is a diagram illustrating a second other aspect of the embodiment, and is a skeleton diagram showing a schematic overall configuration of a vehicle on which the control device is mounted. FIG. 12 is a fastening operation table showing the engagement or disengagement of each friction engagement element used for the shift process of the transmission for each shift stage.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 9 are diagrams illustrating a vehicle control device according to an embodiment of the present invention, and FIG. 1 is a diagram illustrating an example of a vehicle equipped with the control device.

  In FIG. 1, a vehicle 100 includes an internal combustion engine type engine 101 and rotating electrical machines 103 and 105 that function as motor generators (MG) as power sources. The vehicle 100 travels by transmitting the rotational power output from the engine 101 and the rotating electrical machines 103 and 105 to the drive wheels 109 via the power transmission mechanism 110 and rolling them. The vehicle 100 is decelerated and stopped when a friction brake (braking mechanism) 140 that functions when a driver steps on a foot brake (not shown) frictionally brakes the rotation of the drive wheels 109.

  The power transmission mechanism 110 is connected to an input shaft 111 to which rotational power output from the engine 101 is input and a differential gear (differential gear device) 150 to output rotational power transmitted to each of the left and right drive wheels 109. A transmission shaft 113 that is interposed between the output shaft 112 and the input shaft 111 and the output shaft 112 and transmits the rotational power to be relayed, and is disposed between the input shaft 111 and the transmission shaft 113 to rotate the engine 101. Automatic transmission at a gear stage having a power distribution mechanism 115 that distributes and outputs power to the rotating electrical machines 103 and 105, and rotational power that is disposed between the output shaft 112 and the transmission shaft 113 and is transmitted from the power distribution mechanism 115. And an automatic transmission mechanism 117 for outputting.

  In the power transmission mechanism 110, an input shaft 111, an output shaft 112, and a transmission shaft 113 are accommodated in series in a transmission case 119 so that the shaft centers are a common axis, and each of the power transmission mechanisms 110 is freely rotatable via a bearing or the like. It is supported. Here, the rotational speed (number of rotations) of the output shaft 112 is detected by the vehicle speed sensor 132, the rotational speed of the rotor of the rotating electrical machine 103 is detected by the rotational speed sensor 133, and the transmission shaft 113 integral with the rotor of the rotating electrical machine 105 is detected. The rotation speeds are installed so that the rotation speed sensor 135 detects them. The vehicle speed sensor 132 and the rotational speed sensors 133 and 135 are connected so as to be able to transmit sensor signals to the ECU 11 described later. FIG. 1 is a skeleton diagram (skeleton diagram) in which the lower side in the figure is omitted because the power transmission mechanism 110 is configured to be rotationally symmetric about the axis center of the input shaft 111 and the like.

  The power distribution mechanism 115 is configured such that a first rotating electrical machine (MG1) 103 and a second rotating electrical machine (MG2) 105 are coupled to a single pinion type planetary gear mechanism 121 including a switching clutch C0 and a switching brake B0, and The rotational power of 101 is distributed and output. The planetary gear mechanism 121 includes a sun gear S0, a planetary gear P0, a carrier CA0, and a ring gear R0 as rotating elements. The first rotating electrical machine 103 is connected to the sun gear S0 of the planetary gear mechanism 121 so that the rotor rotates integrally therewith. The second rotating electrical machine (MG2) 105 is coupled so that the rotor rotates integrally with the ring gear R0 and the transmission shaft 113 of the planetary gear mechanism 121. The carrier CA0 of the planetary gear mechanism 121 is connected to the input shaft 111, that is, the output shaft of the engine 101. The switching brake B0 is installed in the transmission case 119 and fastens or releases the sun gear S0. The switching clutch C0 engages or releases between the sun gear S0 and the carrier CA0. Note that the switching clutch C0 and the switching brake B0 are frictional members that maintain an engaged state, a released state, and a frictional contact (so-called sliding) state by adjusting an engagement pressure with a target member that is driven by hydraulic pressure and press-contacted. Constructed with joint elements.

  For example, when the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 115 is set to a differential state in which the sun gear S0, the carrier CA0, and the ring gear R0 can rotate relative to each other. At this time, the output (rotational power) of the engine 101 is distributed to the first rotating electrical machine 103 and the second rotating electrical machine 105 (transmission shaft 113). For example, the first rotating electrical machine is output with the distributed output of the engine 101. 103 is driven as a generator, and the second rotating electrical machine 105 is driven as an electric motor. As a result, the power distribution mechanism 115 enters a so-called continuously variable transmission state (electrical CVT: Continuously Variable Transmission) by the rotating electrical machines 103 and 105, and the rotational speed of the transmission shaft 113 regardless of the predetermined rotational speed of the engine 101. Continuously variable, and can function as an electrical continuously variable transmission that continuously changes the speed ratio of the rotational speed of the input shaft 111 / the rotational speed of the transmission shaft 113. A shift state can be established. Note that the electric power generated by the rotating electrical machines 103 and 105 is stored in the battery 108 via the inverter 107.

  Further, when one of the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 115 is brought into a non-differential state where differential rotation is impossible. For example, when the sun gear S0 and the carrier CA0 are fastened by the switching clutch C0, the power distribution mechanism 115 is brought into a locked state in which the sun gear S0 and the carrier CA0 are integrally rotated including the ring gear R0, and is in a non-differential state where differential rotation is impossible. . At this time, the rotation speed of the engine 101 and the rotation speed of the transmission shaft 113 are fixed to a gear ratio “1”. As a result, the power distribution mechanism 115 becomes a constant speed change state of a non-stepless speed change state, and a state where the automatic speed change mechanism 117 is capable of a stepped speed change.

  Further, even if the sun gear S0 is connected to the transmission case 119 side by the switching brake B0 and locked, the power distribution mechanism 115 is in a non-differential state where differential rotation is impossible. At this time, the ring gear R0 is rotated at a higher speed than the carrier CA0. As a result, the power distribution mechanism 115 is brought into a constant speed increase (shift) state in a continuously variable transmission state, and a state in which the automatic transmission mechanism 117 can perform a step-variable shift.

  The automatic transmission mechanism 117 includes switching clutches C1, C2 and switching brakes B1, B2, B3 together with a single pinion type first planetary gear mechanism 125, a second planetary gear mechanism 126, and a third planetary gear mechanism 127. It functions as a 4-speed stepped automatic transmission. The first planetary gear mechanism 125 includes a sun gear S1, a planetary gear P1, a carrier CA1, and a ring gear R1 as rotating elements. The second planetary gear mechanism 126 includes a sun gear S2, a planetary gear P2, a carrier CA2, and a ring gear R2 as rotating elements. The third planetary gear mechanism 127 includes a sun gear S3, a planetary gear P3, a carrier CA3, and a ring gear R3 as rotating elements. Note that the switching clutches C1, C2 and the switching brakes B1, B2, B3 are constructed by the same frictional engagement elements as the switching clutch C0 and the switching brake B0.

  In the automatic transmission mechanism 117, the sun gear S1 and the sun gear S2 are connected so as to rotate integrally, and are connected to the transmission shaft 113 via the switching clutch C2 so as to be fastened or released. The ring gear R2 and the sun gear S3 are coupled so as to rotate integrally, and are coupled to the transmission shaft 113 via the switching clutch C1 so as to be fastened or released. Further, the ring gear R1, the carrier CA2, and the carrier CA3 are connected to the output shaft 112 so as to rotate integrally. The switching brakes B1, B2, and B3 are installed in the transmission case 119. The switching brake B1 engages or releases the sun gear S1 and the sun gear S2 that rotate together, and the switching brake B2 engages or releases the carrier CA1 to perform switching. The brake B3 engages or releases the ring gear R3.

  In the power transmission mechanism 110 configured as described above, either the switching clutch C0 or the switching brake B0 of the power distribution mechanism 115 is driven and engaged by the drive control of the ECU 11 described later, and the automatic transmission mechanism 117 is switched. The clutches C1, C2 and the switching brakes B1, B2, B3 are selectively driven to be in an engaged state. As a result, the rotational power of the engine 101 and the rotating electrical machines 103 and 105 transmitted from the power distribution mechanism 115 via the transmission shaft 113 is switched to a gear stage described later according to various driving conditions such as the vehicle speed, thereby changing the speed. In this way, it is output from the output shaft 112 to the drive wheel 109 side. That is, the power transmission mechanism 110 forms a transmission.

  Further, the power transmission mechanism 110 is brought into a continuously variable transmission state when the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115 are released by drive control of the ECU 11 described later, and includes the automatic transmission mechanism 117. It is made possible to function as an electric continuously variable transmission.

  In the power transmission mechanism 110, a transmission path is formed so that rotational power can be output when one of the switching clutches C1 and C2 of the automatic transmission mechanism 117 is engaged, but both are released. As a result, the transmission path of the rotational power is cut off.

  Specifically, the power transmission mechanism 110 includes the switching clutch C0 and switching brake B0 of the power distribution mechanism 115 and the switching clutches C1 and C2 and switching brake B1 of the automatic transmission mechanism 117, as shown in the engagement operation table of FIG. , B2, and B3 are selectively engaged to provide a continuously variable speed, or 1st speed (1st), 2nd speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th ), R (Reverse), and N (Neutral) are selected to form a transmission path. In addition, “◯” shown in FIG. 2 indicates that the engagement state is set at the time of selective driving, and “◎” indicates that the engagement state is set at the time of selective driving at the above-described stepped speed change, but is selected at the time of continuously variable speed change. It shows that the motor is released when driven. Further, the vehicle 100 can be operated by selecting a shift lever (not shown), for example, parking “P (parking)”, reverse traveling “R (reverse)”, neutral “N (neutral)”, and forward traveling. "D (drive)" or forward travel "M (manual)" can be selected, continuously variable speed control is executed when the "D" position is selected, and when "M" position is selected Stepped gear shift control is executed.

  As shown in FIG. 3, an ECU (Electronic Control Unit) 11 performs overall control of the entire vehicle 100 according to a control program stored in the memory 12 in advance. The ECU 11 receives signals such as various sensor information shown on the left side in the figure and outputs signals such as control information to various apparatus devices shown on the right side in the figure, for example, the engine 101 and the rotating electrical machines 103 and 105. The power distribution mechanism 115 and the automatic transmission mechanism 117 are controlled by controlling the driving and controlling the driving of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power transmission mechanism 110. ing.

  Here, the ECU 11 is provided with a signal input interface on the left side in FIG. Although detailed illustration is omitted, the ECU 11 includes, for example, a sensor signal of an engine water temperature, a sensor signal of a shift lever selection position, a sensor signal of a rotational speed sensor 133 of the rotational speed of the rotating electrical machine 103, and the rotational speed of the rotating electrical machine 105. Sensor signal of the engine speed sensor 135, sensor signal of the engine speed NE of the engine 101, sensor signal of the intake air temperature, switching signal of the M mode (manual shift operation) switch, operation signal of the air conditioner (air conditioner), vehicle speed (output) A sensor signal of the vehicle speed sensor 132 of the shaft 112), an AT (Automatic Transmission) oil temperature sensor signal, an ECT (Electronic Controlled Transmission) switch operation signal, a side brake operation signal, a foot brake (brake) Pedal signal), catalyst temperature sensor signal, Sensor signal of throttle opening (depressing amount of accelerator pedal), cam angle sensor signal, snow mode setting signal, vehicle longitudinal acceleration sensor signal, various auto cruise signals, turbocharger turbine speed NT Various signals such as a sensor signal for the vehicle and a sensor signal for the weight (vehicle weight) of the vehicle can be input.

  The ECU 11 has a signal output interface on the right side in FIG. Although detailed illustration is omitted, the ECU 11 includes, for example, an injector (fuel injection device) drive control signal, an intake pipe electronic throttle valve drive control signal, a supercharging pressure adjustment control signal, and an electric air conditioner control signal. To the controllers A and B that execute the ignition signal of the plug of the combustion chamber of the engine 101, the drive control signal of the rotating electrical machine 103 (MG1), the drive control signal of the rotating electrical machine 105 (MG2), and separate drive control processes for parallel processing. Control signal, gear ratio indicator display signal, snow mode indicator display signal, AT line pressure control solenoid drive control signal, ABS (Anti-lock Brake System) actuator drive control signal, M mode (manual) Shift operation) Indicator display signal, AT solenoid drive control signal, AT electric oil pump drive control Various signals such as a control signal, a drive control signal to the pump, a drive control signal to the electric heater, a display signal to the gear ratio indicator, and a control signal to the controller C that executes the control control processing of the auto cruise traveling to be processed in parallel Output is enabled.

  Further, the ECU 11 generates various output signals corresponding to various input signals from sensors or the like installed in each part of the apparatus, and outputs a drive control signal to, for example, a solenoid (not shown). The ECU 11 provides a fastening hydraulic pressure or a releasing hydraulic pressure for switching between engagement / release of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power distribution mechanism 115 and the automatic transmission mechanism 117 that constitute the power transmission mechanism 110. The shift control process is executed by appropriately supplying the shift control process.

  The power distribution mechanism 115 and the automatic transmission mechanism 117 of the power transmission mechanism 110 are respectively connected to the rotation elements (sun gear S, sun gear S, S2) by appropriately engaging the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3. The carrier CA and the ring gear R) rotate while maintaining the rotational speed relationship shown in the alignment chart of FIG. In the collinear diagram of FIG. 4, the rotating elements (sun gear S, carrier CA, ring gear R) that are coupled and rotate together are combined into one vertical line, and the rotational speed ratio (transmission ratio) indicated by numerals in the drawing. ) Is set so that each vertical line is spaced apart, and the intersection of the straight line intersecting the vertical line and the vertical line is the rotational speed of each rotating element. Yes. FIG. 4 shows the gear ratio for each gear stage such as the gear ratio of the first speed (1st: 3.357), and the power distribution mechanism 115 and the automatic transmission mechanism 117 rotate together as described later. Each gear ratio corresponding to the distance between the vertical lines for each rotating element is also shown.

  For example, as shown in FIG. 4, in the power distribution mechanism 115, the meshing positions of the sun gear S0, the carrier CA0, and the ring gear R0 are fixed during the stepped shift with the switching clutch C0 or the switching brake B0 shown in FIG. 2 engaged. It is rotated in a directly connected state. At this time, the power distribution mechanism 115 forms a path through which the rotational power is transmitted, and the intersection of the intersecting line perpendicular to the vertical line for each rotating element and the vertical line is a horizontal line for constant speed rotation. Become. That is, when the power distribution mechanism 115 is engaged, the rotating electrical machine 103 in which the sun gear S0 and the rotor rotate together, the engine 101 whose output shaft is connected to the input shaft 111 that rotates together with the carrier CA0, the ring gear R0, and the rotor are integrated. The rotating electric machine 105 that rotates is rotated at a constant speed, and rotational power is transmitted from the input shaft 111 to the automatic transmission mechanism 117 at the preceding stage of the output shaft 112 via the transmission shaft 113.

  In short, the gear ratio of the rotational power transmitted and output from the input shaft 111 to the output shaft 112 when the power distribution mechanism 115 is engaged is determined to be the switching clutches C1 and C2 and the switching brake B1 of the automatic transmission mechanism 117. It is determined by stepped shift switching according to the engaged state or released state of B2 and B3.

  The power distribution mechanism 115 also includes the sun gear S0, the carrier CA0, and the ring gear R0 whose meshing positions are changed at a gear ratio according to the number of teeth when the switching clutch C0 and the switching brake B0 shown in FIG. The crossing line which inclines with respect to the vertical line for each rotating element and the intersection of the vertical line are different in the vertical direction and become differential rotation. That is, when the power distribution mechanism 115 is in a released state (stepless speed change), the sun gear S0 connected to the rotating electrical machine 103, the carrier CA0 (input shaft 111) connected to the engine 101, and the rotating electrical machine 105 are connected. Differential rotation with the ring gear R0 is allowed, and the rotational power output from the input shaft 111 is transmitted to the transmission shaft 113 on the automatic transmission mechanism 117 side in front of the output shaft 112.

  In short, the gear ratio of the rotational power transmitted and output from the input shaft 111 to the output shaft 112 when the power distribution mechanism 115 is in a continuously variable transmission in the released state is the engagement state of the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115. In addition to the continuously variable transmission ratio based on the differential rotation of the rotating electrical machines 103 and 105 according to the released state, the switching clutches C1 and C2 and the switching brakes B1, B2 and B3 of the automatic transmission mechanism 117 are engaged and released. It is determined by stepped gear change switching.

  At this time, when the switching clutches C1 and C2 are in the engaged state, the automatic transmission mechanism 117 is rotated at a constant speed with the intersection of the intersecting line orthogonal to each vertical line and the vertical line as a horizontal line. That is, the automatic transmission mechanism 117 transmits the rotational power transmitted from the input shaft 111 at a constant speed ratio through the transmission shaft 113 and the power distribution mechanism 115 as is, and rotates the output shaft 112 at a constant speed.

  Further, in the automatic transmission mechanism 117, the sun gears S1 to S3, the carriers CA1 to CA3, and the ring gears R1 to R3 each have the number of teeth according to the engaged state and the released state of the switching clutches C1 and C2 and the switching brakes B1, B2, and B3. By constructing a speed change mechanism that is rotated at a speed ratio corresponding to the crossing line, the intersection of the intersecting line inclined with respect to the vertical line of the rotating element and the vertical line is differentially rotated at different rotational speeds up and down. That is, the automatic transmission mechanism 117 is configured so that the rotational power transmitted from the input shaft 111 via the power distribution mechanism 115 and the transmission shaft 113 is transmitted through the power distribution mechanism 115 and the transmission shaft 113 by appropriately rotating each of the rotating elements such as the sun gear S. The speed is changed at a gear ratio between the rotating elements, and output to the output shaft 112 for rotation.

  Then, the ECU 11 executes the control program in the memory 12 based on various information such as the sensor signal to be acquired, for example, according to a map such as a shift diagram shown in FIG. 5 stored in the memory 12. The driving of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the transmission mechanism 110 is controlled.

  Specifically, for example, in order to realize efficient traveling, the ECU 11 uses the torque required to be output from the output shaft 112 and the vehicle speed as parameters as shown in the shift diagram of FIG. A shift control process is executed by outputting a drive control signal that puts the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the transmission mechanism 110 into an engaged state or a released state. Here, FIG. 5 shows an example of a shift diagram showing shift lines SHd and SHu used when the shift switching control is executed using the vehicle speed and the output (requested) torque as parameters. FIG. 5 also shows an example of a shift switching diagram showing shift boundary lines GCc and GCt between a stepped shift region and a continuously variable shift control region for switching between a stepped shift and a stepless shift. Further, FIG. 5 shows an engine travel region and a motor travel region in order to switch between engine travel where the rotational power of the engine 101 is travel torque and motor travel where the rotational power of the rotating electrical machines 103 and 105 is travel torque. An example of a power source switching diagram showing the power boundary line PT is also shown.

  Specifically, the ECU 11 executes the gear position switching control process at a timing crossing the shift lines SHd and SHu in FIG. At this time, during acceleration, the ECU 11 executes a shift stage switching control process for upshifting from the second speed to the third speed, for example, at the timing of crossing the upshift line SHu from the low speed side to the high speed side. Further, during deceleration, the ECU 11 executes a shift stage switching control process for downshifting from the fourth speed to the third speed, for example, at the timing of crossing the downshift line SHd from the high speed side to the low speed side.

  The ECU 11 executes a control process for switching between a stepped shift and a continuously variable shift at a timing crossing the shift boundary lines GCc and GCt in FIG. At this time, at the timing when the ECU 11 crosses the continuously variable transmission boundary line GCc from the high torque side toward the low torque side, the shift gear C0 and the switching brake B0 of the power distribution mechanism 115 remain unchanged with the shift speed of the automatic transmission mechanism 117 unchanged. And a shift type switching control process for shifting to the continuously variable transmission control region. Further, at the timing when the ECU 11 crosses the stepped shift boundary line GCt from the low torque side to the high torque side, the ECU 11 keeps the shift stage of the automatic transmission mechanism 117 and keeps the switching clutch C0 or the switching brake B0 of the power distribution mechanism 115. A shift type switching control process for shifting one side to the stepped shift control region is executed.

  Here, as shown in FIG. 2, the power transmission mechanism 110 of the present embodiment is a mechanism for shifting to the fifth speed with the switching brake B0 of the power distribution mechanism 115 and the switching clutch C2 of the automatic transmission mechanism 117 engaged. It is configured. Therefore, the ECU 11 shifts the gear position of the automatic transmission mechanism 117 at the timing when the fifth speed is selected by the stepped shift control and the vehicle is decelerated while crossing the continuously variable transmission boundary GCc while traveling at high speed with low torque. As it is, shift switching control processing for shifting to the continuously variable transmission control region at substantially fourth speed is performed with the switching brake B0 of the power distribution mechanism 115 released. Further, the ECU 11 accelerates while the vehicle is running at a low torque with the stepped shift control being selected at the fourth speed, and at the timing of crossing the stepped shift boundary line GCt, the shift stage of the automatic transmission mechanism 117 remains unchanged. Thus, the shift switching control process for shifting to the stepped shift control region at the fifth speed is executed by setting the switching brake B0 of the power distribution mechanism 115 to the engaged state.

  Further, the ECU 11 disconnects the engine 101 from the power transmission path or puts it in the idling state in the motor travel region within the power boundary line PT in FIG. The switching brake B0 is in the released state (stepless speed change control region), and the rotating electrical machine 105 is appropriately driven to transmit the rotational power to accelerate the vehicle 100. Note that the ECU 11 is set as an engine travel region in which the vehicle 100 travels by transmitting the rotational power of the engine 101 after the vehicle 100 starts traveling and moves outside the motor travel region of FIG. At this time, the ECU 11 appropriately performs so-called torque assist, for example, by supplying the stored electric power of the battery 108 to the rotating electrical machine 105 and driving the rotating electric machine 105 to transmit the traveling torque to the output shaft 112. Also good. In this torque assist, the torque that the driving wheel 109 rolls is transmitted to the rotating electrical machine 103 and loaded, thereby driving the rotating electrical machine 103 as a generator and supplying the generated power to the rotating electrical machine 105. May be executed.

  Further, the vehicle 100 does not have a so-called auto-cruise driving mode (automatic driving mode) that realizes automatic driving by, for example, simplifying an accelerator operation on a highway and assisting a driver's driving operation. When the ECU 11 obtains the selection instruction for the auto-cruise driving mode from the auto-cruise signal, the ECU 11 executes the control program in the memory 12 to obtain various pieces of acquisition information such as the vehicle speed. Is sent to the auto cruise control controller C. The auto-cruise control controller C generates an auto-cruise control signal based on various acquisition information such as the vehicle speed delivered from the ECU 11 and returns it to the ECU 11. The ECU 11 implements auto-cruise traveling by executing traveling control of the vehicle 100 based on the received control signal.

  In this auto-cruise traveling, the auto-cruise control controller C performs a constant speed control mode that travels while keeping the vehicle speed constant, and an inter-vehicle control mode that travels so as to follow the preceding vehicle while maintaining a constant inter-vehicle distance. To run in conjunction with. The ECU 11 and the auto-cruise control controller C execute operation in the constant speed control mode and the inter-vehicle control mode by acquiring operation signals such as an auto-cruise travel selection instruction and various travel condition designations by the driver. In addition, the vehicle 100 is equipped with various devices that can execute the auto-cruise traveling mode such as the constant speed control mode and the inter-vehicle control mode. For example, in addition to sensors that detect the vehicle speed and acceleration, the vehicle 100 emits. It has a so-called millimeter wave radar sensor that receives a millimeter wave reflected wave to detect the inter-vehicle distance, and a communication function that performs so-called inter-vehicle communication with a preceding vehicle and receives various information such as a brake signal. In the present embodiment, a case where the distance between vehicles is detected by a millimeter wave radar sensor will be described as an example. However, the present invention is not limited to this. For example, a camera is mounted and the preceding vehicle is processed by image processing of a captured image. You may make it detect the distance between vehicles.

  In the constant speed control mode of the auto cruise traveling, the friction brake 140 is automatically operated along with the driving of the engine 101 and the rotating electrical machines 103 and 105 and the switching of the power transmission mechanism 110 so as to maintain the set traveling speed. It comes to control. For example, during traveling downhill on an expressway, the engine brake of the engine 101 and the regenerative braking of the rotating electrical machines 103 and 105 are effectively used by switching the speed ratio of the power transmission mechanism 110 and the friction brake 140 is used. Friction braking is applied to maintain the running speed at the set speed. Here, the regenerative braking of the rotating electrical machines 103 and 105 functions by executing a so-called regenerative control process in which the rolling torque of the driving wheel 109 is transmitted and generated to generate power, and the rotating electrical machines 103 and 105 serve as a generator. The braking force generated when driving is used. The torque loaded to drive the rotating electrical machines 103 and 105 as a generator is referred to as regenerative torque, and the generated power is referred to as regenerative power. Further, in the description of the present embodiment, it is described that the regenerative braking is caused to function by the rotating electrical machines 103 and 105 for convenience. However, the regenerative braking may be performed by one or both of the rotating electrical machines 103 and 105. Depending on the cooperation, etc., it may be selected and function as appropriate.

  In the inter-cruise control mode for auto-cruising, the distance from the preceding vehicle is detected by the millimeter wave radar sensor so that the preceding vehicle follows the preceding vehicle while maintaining a certain distance. By acquiring braking information such as the foot brake depression through communication, the operation of the friction brake 140 is automatically controlled along with the driving of the engine 101 and the rotating electrical machines 103 and 105 and the switching of the power transmission mechanism 110. Yes. For example, in the inter-vehicle control mode during the deceleration traveling of the preceding vehicle on the highway, the engine brake of the engine 101 and the regenerative braking of the rotating electrical machines 103 and 105 are effectively used by switching the gear ratio of the power transmission mechanism 110 and the friction The type brake 140 is automatically actuated as appropriate to follow the distance between the preceding vehicle and the vehicle.

  By the way, the ECU 11 executes the manual travel mode and the auto-cruise travel mode by executing the control program in the memory 12. In the manual travel mode, the driving of the engine 101 and the rotating electrical machines 103 and 105 and the switching of the power transmission mechanism 110 are executed based on acquired information such as sensor signals according to the manual operation of the driver, and the travel of the vehicle 100 is realized. . In the auto-cruise driving mode, the vehicle speed and other driving conditions are acquired according to operation signals from the constant speed control mode or inter-vehicle control mode selection instruction switch and driving condition specification switch, and the millimeter wave radar sensor and inter-vehicle communication function are activated. By acquiring various information necessary for automatic traveling, the driving of the engine 101 and the rotating electrical machines 103 and 105 and the switching of the power transmission mechanism 110 are automatically controlled, and the operation of the friction brake 140 is automatically controlled to realize traveling of the vehicle 100. To do.

  While the vehicle 100 is traveling in the manual travel mode, the ECU 11 changes the speed of the power transmission mechanism 110 to a low speed side by a driver's speed change operation. The regenerative braking of the rotary electric machines 103 and 105 is controlled so as to improve the fuel consumption of the rotary electric machines. That is, the ECU 11 brakes and rotates the rotating electrical machines 103 and 105 with the regenerative torque from the drive wheel 109 side so as to function as a generator, thereby charging the battery 108 with the regenerative power to be generated, thereby realizing improved fuel efficiency of the vehicle 100. To do.

At this time, the ECU 11 is configured to execute a regeneration control process in accordance with whether or not the foot brake is depressed by the driver. Specifically, when the operation of the friction brake 140 in which the foot brake is depressed by the driver is not detected from the sensor signal, the ECU 11 performs regenerative torque (hereinafter, referred to as single regenerative braking without using the friction brake 140). A regenerative control process for loading the rotating electrical machines 103 and 105 with a single regenerative torque during manual travel is executed. In addition, when the operation of the friction brake 140 by the driver depressing the foot brake is detected from the sensor signal, the ECU 11 suppresses (adjusts) the regenerative torque (which is adjusted) so as to be smaller than the single regenerative torque during manual travel without the combined use. Hereinafter, a regenerative control process for loading the rotating electrical machines 103 and 105 with a manual running combined regenerative torque) is executed.

  In addition, the ECU 11 improves the fuel consumption of the vehicle 100 by charging the battery 108 with regenerative power using the power generated by the regenerative braking of the rotating electrical machines 103 and 105 even when the vehicle 100 is traveling in the auto-cruise travel mode. It has become. For example, the ECU 11 coasts in an inertial state where the accelerator pedal is not depressed by the driver, that is, when coasting, the ECU 11 automatically downshifts due to a downhill and regenerative braking of the rotating electrical machines 103 and 105 ( The fuel efficiency of the vehicle 100 is improved by using regenerative power generation. In addition, the ECU 11 realizes an improvement in fuel consumption of the vehicle 100 by using the regenerative braking of the rotating electrical machines 103 and 105 even when the downshift is automatically performed in accordance with the deceleration of the preceding vehicle. That is, ECU11 comprises the control apparatus for vehicles in this embodiment (this invention).

  At this time, the ECU 11 manually applies the regenerative torque during auto-cruise coasting that is applied to the rotating electrical machines 103 and 105 during coasting in the auto-cruise traveling mode, similarly to the combined regenerative torque during manual traveling in the manual traveling mode. Regenerative control processing for adjusting the regenerative drive of the rotating electrical machines 103 and 105 is executed while being suppressed to be smaller than the single regenerative torque during travel.

  Here, the suppression processing of the combined regenerative torque during manual driving and the regenerative torque during auto cruise coast driving is based on, for example, the maximum value of the single regenerative torque during manual driving that is set so as to efficiently recover the regenerative power during normal operation. To decide. Specifically, the upper limit value of the single regenerative torque during manual travel applied to the rotating electrical machines 103 and 105 may be adjusted by a reduction ratio (or a reduction range) according to the selected gear position. The fluctuation value of the single regenerative torque during manual travel may be adjusted by a reduction ratio or the like according to the selected gear position and loaded on the rotating electrical machines 103 and 105. In addition, as this suppression processing, not only the regenerative torque is reduced by a reduction rate, but also the regenerative torque is increased or reduced when the shift stage is switched to a low speed by downshifting. It may be.

  In the present embodiment, the regenerative torque at the time of auto-cruise coasting is also suppressed to a small value by the suppression process substantially equivalent to the combined regenerative torque at the time of manual travel, but the present invention is not limited to this. For example, since auto-cruise driving is an automatic operation mode that reduces the driving burden on the driver, the suppression range and amount of regenerative torque may be adjusted according to the magnitude of the driving burden on the driver. The regenerative torque in the operation mode may be suppressed most. Further, at the start of control, braking may be performed only by the friction brake 140 without applying the regeneration torque, and braking of the friction brake 140 may be suppressed while increasing the regeneration torque according to the elapsed time.

  Further, when this suppression process is executed, the shift applied with the regenerative braking is optimized by optimizing the method of applying the hydraulic pressure supplied to the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 in the power transmission mechanism 110. It is preferable to more reliably prevent the shock from propagating to the passenger compartment and deteriorating the drivability of the passenger such as the driver. For example, at the braking request timing when it is determined that a downshift is necessary, the engagement (engagement) hydraulic pressure supply to the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 is started and the engagement is completed. The regenerative torque applied to the rotating electrical machines 103 and 105 may be gradually increased by securing a sufficient time for the rotation.

  Further, in this suppression process, when the braking force is insufficient due to the suppression of the regenerative torque, the friction brake 140 may be operated appropriately. After the operation of the friction brake 140, the braking force by the friction brake 140 may be gradually switched to the braking force by the regenerative torque, and the suppressed regenerative torque is gradually returned to the magnitude corresponding to the shift stage. You may make it make it.

  In addition, the situation where the vehicle 100 needs to shift down during coasting in the auto-cruise traveling mode is not limited to the above-described constant speed traveling on the downhill and deceleration of the preceding vehicle.

  For example, when the vehicle 100 is equipped with a navigation system having map data, the auto-cruise control controller C cooperates with the navigation system, and there is a downhill with a gradient that is necessary to decelerate forward in the traveling direction. When grasping, the downshift may be performed in advance. In addition, when the vehicle 100 has a so-called road-to-vehicle communication function that can receive not only vehicle-to-vehicle communication but also various information provision such as traffic light information such as a red signal installed on the road side and traffic jam information, When a communication function for exchanging various types of information with a mobile terminal that is carried by an individual person is provided, the communication function may be used. In short, the auto-cruise controller C is linked with its communication function, based on traffic light information in front of the direction of travel, traffic jam information, movement information of pedestrians, bicycles, etc. When the occurrence of such a problem is grasped, or when it is predicted that the vehicle will decelerate or stop, it may be possible to shift down in advance. The traffic jam information and pop-out information in this case are generated when, for example, the possibility of occurrence is higher than a preset threshold value by statistical processing of past history such as the history of traffic jam occurrence and pop-up accidents. Just as you expect.

  Specifically, the ECU 11 executes a regenerative control process shown in the flowchart of FIG. 6 by executing a control program in the memory 12.

  First, during the travel control process, the ECU 11 confirms whether or not a downshift for applying regenerative torque to the rotating electrical machines 103 and 105 and performing regenerative power generation is performed (step S11). If it cannot be confirmed, the regeneration control process is temporarily terminated as it is, and is executed again from step S11 after a preset repetition interval has elapsed.

  In step S11, the ECU 11 confirming that downshifting and regenerative power generation are in progress confirms whether or not the downshift is during coasting in the auto-cruise traveling mode (step S12). Then, a predetermined reduction rate is set in the memory 12 in accordance with the gear position for suppressing the single regenerative torque during manual travel that is applied to the rotating electrical machines 103 and 105 in the steady state (step S13), and the process proceeds to step S17.

  In step S12, the ECU 11, which has not been able to confirm that the downshift is being performed during coasting in the auto-cruise traveling mode, confirms whether or not the foot brake is depressed (step S14), and coasts without depressing the foot brake. When it is confirmed that it is the manual travel mode, the reduction rate pear is set in the memory 12 so that the single regenerative torque during manual travel is used as it is as the regenerative torque loaded on the rotating electrical machines 103 and 105 (step S15). ), And proceeds to step S17.

  In step S14, when it is confirmed that the driving mode is the manual driving mode in which the foot brake is depressed and the vehicle is decelerated while downshifting, a predetermined reduction ratio for suppressing the regenerative torque applied to the rotating electrical machines 103 and 105 is stored in the memory 12. (Step S16), and the process proceeds to step S17.

  Next, the ECU 11 reads the reduction ratio of the regenerative torque set in the memory 12 in steps S13, S15, and S16, adjusts the single regenerative torque during manual travel (step S17), and suppresses the auto torque suppressed at the predetermined reduction ratio. By applying the regenerative torque at the time of cruise coasting or the combined regenerative torque at the time of manual driving or the single regenerative torque at the time of manual driving that is not suppressed without a reduction ratio to the rotating electric machines 103 and 105 (step S18), A control process for charging the battery 108 with the regenerative power generated by the downshift control is executed, and the process is repeated from step S11 at predetermined intervals.

  As a result, the ECU 11 suppresses the vehicle 100 to be smaller than the single regenerative torque during manual travel when the downshift is performed manually without applying the friction braking by the friction brake 140 during the downshift when the vehicle 100 travels on the auto cruise coast. The regenerative torque during the auto cruise coasting can be applied to the rotating electrical machines 103 and 105. In the present embodiment, the case where the ratio for reducing the regenerative torque applied to the regenerative electric machines 103 and 105 is set in the memory 12 as an example of the means for suppressing the regenerative torque will be described, but the present invention is not limited to this. . For example, as a configuration in which the regenerative torque limit value that prompts the switching of the shift speed is set in the memory 12, the limit value reduced at a rate corresponding to the amount of suppression of the regenerative torque applied to the rotating electrical machines 103 and 105 is stored for each shift speed. 12 may be set to execute the shift control.

  Specifically, while the vehicle 100 is traveling, for example, as shown in FIGS. 7 to 9, downshift control is started from the third speed to the second speed of the input shaft 111 (or the rotating electrical machine 105). When it becomes lower than the threshold value, the shift switching process is started.

  In this shift switching process, the corresponding position among the friction engagement elements of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power transmission mechanism 110 is changed from the release hydraulic pressure supply state to the engagement hydraulic pressure supply state. Is switched to. In this case, rotation between the input shaft 111 on the engine 101 side and the output shaft 112 on the drive wheel 109 side is allowed to rotate with inertia according to the fastening state by the hydraulic pressure supplied to the friction engagement element at the corresponding portion. The inertia phase is started, and thereafter, braking by the regenerative drive (regeneration signal ON) of the rotating electrical machines 103 and 105 is started based on the braking / regeneration request. At this time, between the input shaft 111 and the output shaft 112, after it is determined that the shift process for switching to the corresponding shift stage is completed, the supply hydraulic pressure is adjusted to the above-described engaged state in which the inertial rotation is limited. As a result, the inertia phase is terminated and a power transmission path is established.

  When the vehicle 100 is downshifted in this way, as shown in FIGS. 7 to 9, the regenerative torque is input from the output shaft 112 on the drive wheel 109 side, and the rotating electrical machines 103 and 105 are regeneratively driven. Accordingly, it is input as a braking torque to the transmission shaft 113 and the like.

  Therefore, in the case of the vehicle 100 in which the friction braking by the friction brake 140 is used together with the regenerative braking by the rotating electrical machines 103 and 105 in the manual travel mode without applying this embodiment, as shown in FIG. In addition to the fact that the single regenerative torque during manual travel that does not occur is input from the output shaft 112 and loaded, the braking torque by the friction brake 140 is also applied. As a result, in this case, a shift shock that fluctuates as much as a driver or other passenger feels propagates into the vehicle interior of the vehicle 100.

  On the other hand, when the friction braking by the friction brake 140 is used together with the regenerative braking by the rotating electrical machines 103 and 105 in the manual travel mode, the combined regenerative torque at the time of manual traveling is applied to the rotating electrical machines 103 and 105. In the case of the vehicle 100, as shown in FIG. 8, it is possible to suppress the regenerative torque input from the output shaft 112 and smoothly change the entire braking torque, as compared with the non-suppression pattern in FIG. it can. Thereby, in this case, it is possible to reduce the shift shock propagating into the passenger compartment of the vehicle 100 to the extent that the drivability is not felt.

  Also, in the case of the vehicle 100 that performs a downshift by applying a regenerative torque during auto cruise coasting that is suppressed by the rotating electrical machines 103 and 105 when coasting in the auto cruise running mode, as shown in FIG. The shift shock can be reduced to the extent that the regenerative torque input from the output shaft 112 is smoothly increased and does not feel that the drivability is deteriorated, as compared with the unsuppressed pattern in FIG.

  At this time, the ECU 11 ends the inertia phase, unlike the no-suppression pattern shown in FIG. 7 shown by the broken line, as shown in FIGS. 8 and 9, as shown in FIGS. 8 and 9. By adjusting the pressure later to return to the steady pressure, adjustment is made to smoothly return to the steady pressure while suppressing the regenerative torque applied to the rotating electrical machines 103 and 105.

In the present embodiment, as shown in FIG. 9 in the case of the combined regenerative torque during manual travel, the regenerative torque during auto cruise coast travel is smaller than the combined regenerative torque during manual travel. by somewhat large suppressing the, is set to smaller suppress so than auto-cruise coasting when manual driving during combination regenerative torque regenerative torque. The magnitude of suppression of the combined regenerative torque at the time of manual travel and the regenerative torque at the time of auto cruise coasting may be appropriately set according to how the passenger feels.

  Therefore, it is possible to avoid a shift shock from being applied to a driver who has not selected the auto-cruise driving mode and is not performing a shift operation by suppressing fluctuations in the braking torque transmitted to the vehicle interior. The drivability during coasting can be improved. Further, after this, the rotating electrical machines 103 and 105 can be effectively regeneratively driven to generate regenerative power efficiently, and fuel efficiency can be improved.

  As described above, in the ECU 11 according to the present embodiment, when the downshift is performed during coast traveling in the auto cruise traveling mode in which the vehicle automatically travels without depending on the driving operation of the driver, the rotating electrical machine 103, The regenerative torque applied to 105 can be suppressed. Therefore, it is possible to avoid that the driver who has selected and selected the automatic driving mode reacts sensitively to the shift shock (fluctuation in braking torque) caused by the regenerative torque load, and feels that drivability is low. Can be prevented in advance.

  Further, as a first other aspect of the present embodiment, as shown in FIG. 10, when applied to a vehicle having a so-called fully automatic driving mode in which the driving load is reduced as compared with the auto cruise driving mode, An automatic driving mode coasting regenerative torque that is approximately the same as the autocruise coasting regenerative torque may be prepared.

In this case, as shown in FIG. 10 in the case of the regenerative torque at the time of auto cruise coasting, the regenerative torque at the time of the automatic driving mode coast travel is greater than the regenerative torque at the time of auto cruise coast travel. by suppressing slightly larger so smaller, it is set to smaller suppress so than auto-cruise coasting when manual driving during combination regenerative torque regenerative torque. The amount of suppression of manual driving combined regenerative torque, auto cruise coasting regenerative torque, and automatic operation mode coasting regenerative torque can be appropriately set according to how the passenger feels the shift shock. Good.

  Further, as a second other aspect of the present embodiment, for example, as shown in FIGS. 11 and 12, the present invention may be applied to a vehicle 200 equipped with a single rotating electrical machine 207 linked with the engine 101 as a power source. Good. In brief, the vehicle 200 transmits the rotational power of the engine 101 and the rotating electrical machine 207 to the power transmission mechanism 210 via the torque converter 205 and the transmission shaft 213 connected to the input shaft 211, and the rotational power. Is output from the power transmission mechanism 210 to the output shaft 212 to roll the drive wheels 109 so that the vehicle travels.

  Here, the power transmission mechanism 210 includes a coupling clutch K0 between the engine 101 and the rotating electrical machine 207, and also includes switching clutches C1, C2, C3, and C4 and switching brakes B1 and B2, and two sets of double pinions. Type planetary gear mechanisms 221 and 222 are provided. The planetary gear mechanism 221 includes a sun gear S1, planetary gears P11, P12, carriers CA11, 21 and a ring gear R1 as rotating elements. The planetary gear mechanism 222 includes sun gears S21, S22, planetary gears P21, P22, carriers CA12, 22 and A ring gear R2 is provided as a rotating element. Note that FIG. 11 is a skeleton diagram that omits the lower side in the drawing because the power transmission mechanism 210 is configured to be rotationally symmetric about the axis center of the input shaft 211 and the like.

  As shown in the engagement operation table of FIG. 12, the power transmission mechanism 110 is selectively engaged with the switching clutches C1, C2, C3, and C4 and the switching brakes B1 and B2. Speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th), 6th speed (6th), 7th speed (7th), 8th speed (8th), R1 (Reverse1), R2 (Reverse1) Any one of the stepped gears is selected to form a transmission path. In addition, “◯” illustrated in FIG. 12 indicates that the fastening state is established during the selection driving.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

11 ECU (control device)
12 Memory 100, 200 Vehicle 101 Engine 103, 105, 207 Rotating electrical machine 108 Battery 109 Drive wheel 110, 210 Power transmission mechanism (transmission)
111, 211 Input shaft 112, 212 Output shaft 113, 213 Transmission shaft 115 Power distribution mechanism 117 Automatic transmission mechanism 121, 125, 126, 127, 221, 222 Planetary gear mechanism 140 Friction brake (braking mechanism)

Claims (1)

A transmission that automatically shifts rotational power transmitted from a power source and outputs it to the drive wheel side, a braking mechanism that frictionally brakes the rotation of the drive wheel by a driver operation, and a regenerative torque transmitted from the drive wheel side A control device mounted on a vehicle comprising:
A manual travel mode for controlling the rotating electrical machine and the transmission based on the acquisition information of the manual operation by the driver;
An automatic travel mode for controlling the rotating electrical machine and the transmission based on acquired information necessary for automatic travel of the vehicle,
The magnitude of the regenerative torque applied to the rotating electrical machine when shifting the transmission to the low speed side during coasting during execution of the automatic travel mode can be determined without friction braking by the braking mechanism during execution of the manual travel mode. A control device for a vehicle that suppresses the vehicle speed to be smaller than that when the vehicle is decelerated with regenerative torque loaded on the rotating electrical machine.

Images